US20100101213A1 - On-board-diagnosis method for an exhaust aftertreatment system and on-board-diagnosis system for an exhaust aftertreatment system - Google Patents
On-board-diagnosis method for an exhaust aftertreatment system and on-board-diagnosis system for an exhaust aftertreatment system Download PDFInfo
- Publication number
- US20100101213A1 US20100101213A1 US12/528,091 US52809108A US2010101213A1 US 20100101213 A1 US20100101213 A1 US 20100101213A1 US 52809108 A US52809108 A US 52809108A US 2010101213 A1 US2010101213 A1 US 2010101213A1
- Authority
- US
- United States
- Prior art keywords
- particulate filter
- nitrogen
- diesel particulate
- exhaust gas
- filter unit
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
- F01N3/2066—Selective catalytic reduction [SCR]
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
- F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
- F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
- F01N3/0231—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using special exhaust apparatus upstream of the filter for producing nitrogen dioxide, e.g. for continuous filter regeneration systems [CRT]
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
- F01N3/033—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices
- F01N3/035—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices with catalytic reactors, e.g. catalysed diesel particulate filters
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/103—Oxidation catalysts for HC and CO only
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/105—General auxiliary catalysts, e.g. upstream or downstream of the main catalyst
- F01N3/106—Auxiliary oxidation catalysts
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
- F01N3/2053—By-passing catalytic reactors, e.g. to prevent overheating
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
- F01N3/2066—Selective catalytic reduction [SCR]
- F01N3/208—Control of selective catalytic reduction [SCR], e.g. dosing of reducing agent
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/146—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration
- F02D41/1463—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration of the exhaust gases downstream of exhaust gas treatment apparatus
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/146—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration
- F02D41/1463—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration of the exhaust gases downstream of exhaust gas treatment apparatus
- F02D41/1465—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration of the exhaust gases downstream of exhaust gas treatment apparatus with determination means using an estimation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1466—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being a soot concentration or content
- F02D41/1467—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being a soot concentration or content with determination means using an estimation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2410/00—By-passing, at least partially, exhaust from inlet to outlet of apparatus, to atmosphere or to other device
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
- F01N2430/08—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by modifying ignition or injection timing
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
- F01N2430/10—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by modifying inlet or exhaust valve timing
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2510/00—Surface coverings
- F01N2510/06—Surface coverings for exhaust purification, e.g. catalytic reaction
- F01N2510/068—Surface coverings for exhaust purification, e.g. catalytic reaction characterised by the distribution of the catalytic coatings
- F01N2510/0682—Surface coverings for exhaust purification, e.g. catalytic reaction characterised by the distribution of the catalytic coatings having a discontinuous, uneven or partially overlapping coating of catalytic material, e.g. higher amount of material upstream than downstream or vice versa
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
- F01N2560/02—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor
- F01N2560/026—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor for measuring or detecting NOx
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
- F01N2560/06—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a temperature sensor
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
- F01N2560/14—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics having more than one sensor of one kind
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
- F01N2570/14—Nitrogen oxides
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2610/00—Adding substances to exhaust gases
- F01N2610/02—Adding substances to exhaust gases the substance being ammonia or urea
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2610/00—Adding substances to exhaust gases
- F01N2610/03—Adding substances to exhaust gases the substance being hydrocarbons, e.g. engine fuel
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
- F01N2900/06—Parameters used for exhaust control or diagnosing
- F01N2900/14—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust gas
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
- F01N2900/06—Parameters used for exhaust control or diagnosing
- F01N2900/14—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust gas
- F01N2900/1402—Exhaust gas composition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
- F01N3/033—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
- F01N3/206—Adding periodically or continuously substances to exhaust gases for promoting purification, e.g. catalytic material in liquid form, NOx reducing agents
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/08—Exhaust gas treatment apparatus parameters
- F02D2200/0812—Particle filter loading
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
- Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
- Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the invention relates to an on-board-diagnosis method for an exhaust aftertreatment system and an on-board-diagnosis system for an exhaust aftertreatment system.
- a diesel engine has an efficiency of up to about 52% and is thus the best converter of fossil energy.
- NOx emission concentration i.e. the emission of nitrogen oxides NO and NO2
- Said high efficiency is however only possible at an elevated combustion temperature at which high NOx levels are inevitable.
- a suppression of NOx formation by internal means has the tendency to cause an increase in particulates, known as the NOx -particulates trade off.
- an excess of oxygen in the exhaust gas from a diesel engine prevents the use of stoichiometric 3-way-catalyst technology for reduction of NOx as, is used in gasoline engine oars from the late 80-ties.
- An on-board-diagnosis method for an exhaust aftertreatment system of an engine comprising a diesel particulate filter unit which encompasses a particulate filter (DPF) in which soot can be oxidized by NO2 and constituents of the exhaust gas are deoxidized in a selective-catalytic-reduction (SCR) catalyst arranged downstream of the diesel particulate filter unit, wherein the exhaust gas flows from the diesel particulate filter unit to the selective-catalytic-reduction catalyst.
- DPF particulate filter
- SCR selective-catalytic-reduction
- an NO2 content upstream of the nitrogen-oxides reduction unit is estimated; at least one of an NOx or NO2 content upstream of the nitrogen-oxides reduction unit is measured; a comparison between the estimated and the measured contents is performed; and based on the result of the comparison it is decided on at least one conditioning step of the diesel particulate filter unit.
- the proper operation of the diesel particulate filter unit can be reliably checked on board of a vehicle which is equipped with said aftertreatment system, improving the environmental compatibility of diesel engines. This can be done based on the NO2 level in the exhaust gas on particular locations and/or based on the efficiency of the nitrogen-oxides reduction unit.
- the following steps can be . performed: measuring the NO2 content in the exhaust gas upstream of the nitrogen-oxides reduction unit and downstream of the diesel particulate filter unit; calculating the NO2 content in the exhaust gas upstream of the nitrogen-oxides reduction unit and downstream of the diesel particulate filter unit; measuring an NOx content in the exhaust gas downstream of the nitrogen-oxides reduction unit; measuring or calculating an NOx content in the exhaust gas upstream of the nitrogen-oxides reduction unit and downstream of the diesel particulate filter unit; comparing the measured and the expected NO2 contents; and based on the result of the comparison deciding on at least one conditioning step of the diesel particulate filter unit.
- the operability of the diesel particulate filter unit can be determined with high accuracy.
- the following steps can be performed: calculating the NO2 content in the exhaust gas upstream of the nitrogen-oxides reduction unit and downstream of the diesel particulate filter unit; measuring or measuring and calculating an NOx content in the exhaust gas upstream of the nitrogen-oxides reduction unit and downstream of the diesel particulate filter unit; measuring the NOx content in the exhaust gas downstream of the nitrogen-oxides reduction unit; and deriving the efficiency of the NOx conversion in the nitrogen-oxides reduction unit from the calculated NO2 and the measured and calculated NOx contents.
- a real NO2 sensor is not necessary as the NO2 content can be calculated, this embodiment thus needs less hardware and is cost efficient.
- a separate diagnosis for the nitrogen-oxides reduction unit as well as for a reducing-agent system can be triggered. This can be done after the regeneration related to the diesel particulate filter unit or before the regeneration.
- a conditioning step can be performed if the difference between the compared NOx conversions and/or the compared NO2 contents are beyond a predetermined value.
- the NOx conversion or the compared NO2 contents in the exhaust gas can be derived by determining the NO2 content with a real sensor and/or a virtual sensor.
- Deriving the NOx conversion in the exhaust gas can be advantageously done by determining an efficiency of the nitrogen-oxides reduction unit.
- the diesel particulate filter unit may have the oxidation catalyst (DOC) upstream of the diesel particulate filter (DPF).
- the DPF may comprise a catalytic coating which oxidizes exhaust gas components and which can replace or support the DOC.
- a conditioning step can be performed if the differences between the compared NOx conversions and/or the compared NO2 contents are beyond a predetermined value.
- the NOx conversion and/or the NO2 contents can be derived by determining the NO2 content in the exhaust gas with a real sensor and/or a virtual sensor. Alternatively or additionally, NOx conversion can be derived from the efficiency of the nitrogen-oxides reduction unit without using a real NO2 sensor.
- a first conditioning step can be performed by heating an oxidation stage in the diesel particulate filter unit to at least 350° C., preferable to a temperature between 350° C. and 450C.
- a second conditioning step can be performed by heating an oxidation stage in the diesel particulate filter unit to at least 450° C., preferable to a temperature between 450° C. and 550° C.
- a third conditioning step is performed by heating an oxidation stage in the diesel particulate filter unit to at least 550° C., preferable to a temperature between 550° C. and 650° C.
- the second conditioning step can be performed after the first conditioning step and the third conditioning step can be performed after the second conditioning step. After each conditioning step it is decided if a further conditioning step has to be performed or not.
- the thermal load to the particulate filter unit is favourably reduced to the bare necessary heating steps and temperatures.
- Wall conditioning steps have been unsuccessful, after performing all conditioning steps unsuccessfully, an alarm can be set.
- an exhaust aftertreatment system of an engine comprising a diesel particulate filter unit which encompasses a particulate filter in which soot can be oxidized by NO2 and constituents of the exhaust gas are deoxidized in a nitrogen-oxides reduction unit arranged downstream of the diesel particulate filter unit, wherein the exhaust gas flows from the diesel particulate filter unit to the nitrogen-oxides reduction unit, wherein the operability of at least the diesel particulate filter unit can be determined by calculating the NO2 content in the exhaust gas upstream of the nitrogen-oxides reduction unit and downstream of the diesel particulate filter unit; measuring or calculating an NOx content in the exhaust gas upstream of the nitrogen-oxides reduction unit and downstream of the diesel particulate filter unit; measuring the NOx content in the exhaust gas downstream of the nitrogen-oxides reduction unit; calculating the NOx content in the exhaust gas upstream of the nitrogen-oxides reduction unit and downstream of the diesel particulate filter unit; and deriving the actual and the expected NO
- an NO2 sensor can be provided upstream of the selective-catalytic- reduction catalyst and downstream of the diesel particulate filter unit. Additionally or alternatively, the NO2 sensor can be provided downstream of the nitrogen- oxides reduction unit.
- the NO2 sensor can be a real sensor implemented as hardware or a virtual sensor implemented as software where the NO2 content is calculated based on appropriate operation parameters of the engine and the exhaust gas aftertreatment system.
- a computer program which is storable on a computer readable medium, comprising a program code for use in an on-board-diagnosis method for an exhaust aftertreatment system of an engine comprising a diesel particulate filter unit which encompasses a particulate filter in which soot can be oxidized by NO2 and constituents of the exhaust gas are deoxidized in a nitrogen-oxides reduction unit arranged downstream of the diesel particulate filter unit, wherein the exhaust gas flows from the diesel particulate filter unit to the selective-catalytic-reduction catalyst, comprising at least the steps of calculating the NO2 content in the exhaust gas upstream of the nitrogen-oxides reduction unit and downstream of the diesel particulate filter unit; measuring or calculating an NOx content in the exhaust gas upstream of the nitrogen-oxides reduction unit and downstream of the diesel particulate filter unit; measuring the NOx content in the exhaust gas downstream of the nitrogen-oxides reduction unit; calculating the NOx content in the exhaust gas upstream of the
- FIG. 1 a first embodiment of an exhaust aftertreatment system according to the invention
- FIG. 2 a , 2 b preferred locations where NOx and NO2 levels can be determined
- FIG. 3 a flowchart of a first preferred diagnosis method using a real NO2 sensor and virtual NOx and NO2 sensors according to the invention.
- FIG. 4 a flowchart of a second preferred diagnosis method using virtual NOx and NO2 sensors according to the invention.
- a preferred exhaust gas after treatment system 12 depicted in FIG. 1 comprises a diesel particulate filter unit (DPFU) 60 arranged downstream of a diesel engine 12 and a NOx reducing unit 70 such as preferably a selective-catalytic-reduction (SCR) arrangement arranged downstream of said DPFU 60 , wherein an injector 62 is provided for feeding reducing agent such as ammonia or urea into the exhaust gas and arranged downstream of said DPF 64 and upstream said SCR catalyst.
- the DPFU 60 comprises an oxidation catalyst stage (DOCS) 20 , e.g. an oxidation catalyst (DOC) 22 and a diesel particulate filter unit (DPFU) 60 which is arranged downstream of the DOC 22 .
- the DPF 64 can exhibit an oxidizing catalytic coating which can replace the DOC 22 as oxidation stage 20 or which can at least support the DOC 22 .
- a sensing unit 40 is provided between the DPFU 60 and the SCR catalyst for sensing the amount of NO2 contained in the exhaust entering the SCR catalyst.
- the sensing unit 40 comprises a NO2-sensitive sensor 50 arranged in the exhaust line 14 downstream of the DPFU 60 and upstream of the SCR catalyst and a control unit 42 connected to the sensor 50 via data line 48 .
- a device 44 can be coupled to the control unit 42 to calculate the amount of NO2 entering the SCR catalyst depending on parameters 66 , such as operating parameters of the engine 12 and/or on operating parameters of one or more catalysts 20 , 64 , 70 arranged in the exhaust aftertreatment system 10 , providing a virtual sensor instead of a real NO2 sensor 50 .
- the DOCS 20 i.e. the DOC 22 and/or the catalytic coating of the DPF 64 , is preferably used to generate a sufficient amount of NO2 for passive oxidation of soot trapped in the DPF 64 according to the reaction
- the main function of the DPF 64 is to trap particulate matter such as soot and ashes contained in the exhaust gas.
- a typical vehicular exhaust aftertreatment system 10 requires one to several 100,000 km driving to fill the DPF 64 with ashes, and the DPF 64 can be emptied from ash by demounting the DPF 64 at service.
- To fill the DPF 64 with soot requires only one to several 1000 km driving.
- the soot can be oxidized to CO2 which can be done during operation of the vehicle.
- the DPF 64 may be beneficial to coat with a catalytically active material including the properties of an oxidation catalyst into the DPF 64 .
- a catalytically active material including the properties of an oxidation catalyst into the DPF 64 .
- Regeneration of the DPF 64 may be accomplished in various ways known in the art.
- NO2 can be used for passive oxidation of the trapped soot according to the reaction is
- the amount of NO2 in the exhaust gas fed into the DPF 64 can be increased by the DOCS 20 by oxidation of NO to NO2.
- the passive oxidation of soot can keep the soot level in the DPF 64 low at exhaust temperatures above 250° C. For some engine emissions the ratio of NOx/soot is too low for oxidizing the soot by NO2.
- Alternative to passive oxidation of soot it can be oxidized by oxygen at high temperatures, preferably at about 600° C. This can be achieved by either providing a burner (not shown) in the exhaust aftertreatment system 10 or by adding fuel to the exhaust gas which is burnt on an oxidation catalyst (not shown) upstream of the DPF 64 . Activation of the burner or adding fuel is done in a regeneration phase which has a typical duration of a few minutes and which can last as long as 30 min if necessary.
- the exhaust gas Downstream of the DPF 64 and upstream of the nitrogen-oxides reduction unit 70 , by way of example an SCR catalyst, the exhaust gas contains one or more constituents as NO and NO2, which can be deoxidized in the SCR catalyst.
- the main task of the SCR catalyst is to reduce NOx, i.e. NO and NO2, with a reductant to nitrogen gas N2 and water H2O.
- a reductant e.g. NO and NO2
- ammonia NH3 reacts with NOx to form nitrogen.
- urea is injected into the exhaust gas and by the exhaust gas temperature urea is thermolyzed or hydrolyzed into NH3 in the exhaust gas and the SCR catalyst.
- the reductant e.g. NH3 or urea
- the efficiency of the SCR catalyst is strongly dependent on the exhaust gas temperature, the space velocity of the exhaust gas and the NO2/NO ratio in the exhaust gas which enters the SCR catalyst.
- reaction (R4) has the highest efficiency and is efficient from exhaust temperatures below 200° C. and above.
- Reaction (a) becomes efficient at 300° C. and for reaction (c) the efficiency is lower than reaction (a) on vanadium based SCR-catalyst while it is on zeolite-based catalyst more efficient than reaction (a) but not as efficient as reaction (b).
- reaction (c) an unfavourable competitive reaction to reaction (c) exist which is generating the greenhouse gas N2O:
- the NO2 formation in the DOCS 20 will depend on the exhaust gas mass flow and the temperature of the DOCS 20 . Besides the flow and temperature dependency, the DOC 22 and/or the catalytic coating in the DPF 64 adsorbs sulphur (S), which can be contained in the exhaust gas, at lower temperatures and releases the sulphur at temperatures above 350° C. If driving conditions let the DOCS 20 adsorb a lot of sulphur, the NO2 formation will be poisoned.
- S sulphur
- the NO2 content after the DPF 64 will also depend on the condition of the DPF 64 .
- Sulphur is the main source to deactivate NO2 formation on the DOC 22 and on the catalytic coating of the DPF 64 . Sulphur sticks to the catalyst at lower temperatures, typically below 400° C. and is released at higher temperatures (>400° C.). The actual temperatures for sulphur adsorption and desorption depend on the particular catalyst formulation.
- Sulphur is removed from the DOC 22 and/or the coated DPF 64 by heating the catalysts to above 400° C. for more than 5 minutes, which can be done by injecting fuel into the exhaust or by activating a burner.
- Another source of sulphur is the lubricant oil.
- Some conditions on some catalytic materials can cause a reversible degradation of the DOCS 20 in a manner that can it be reconditioned when heated to high temperatures above e.g. 500° C. for a predetermined time period, e.g. several minutes.
- the desulphatisation temperature does not degrade the SCR-catalyst and during desulphatisation the SCR-catalyst gets a temperature where it works very efficient and the influence of NO2/NO ratio is low.
- the description of the virtual sensor is a map or physical model of the NO2 formation in the DOC 22 and optionally in the DPF 64 if it's coated and on the NO2 consumption in the DPF 64 .
- the sulphur dependency of the NO2 will not be included in the model since this invention is a way of handling the sulphur effect on NO2 (and it's hard to model also due to unknown variations of sulphur content in the fuel (low-sulphur fuel could be any thing below 10 ppm in Europe for example).
- an NOx conversion is used for on-board-diagnosis of the correct function of the DOCS 20 , i.e. the DOC 22 and/or the oxidizing catalytic coating of the DPF 64 , if the DPF 64 is provided with such a coating.
- the NOx conversion is derived from temperature, exhaust gas mass flow and NO2 levels in the exhaust gas.
- the NO2 sensor can be a real, physical sensor 50 or a virtual sensor wherein the NO2 level is calculated based on an appropriate model described below.
- a virtual NOx sensor is a rather complex model and comprises or consists preferably of following sub-models which are given in quotes:
- exhaust gas flow The exhaust gas flow can be measured, or derived from the measured air intake flow and the fuel amount, or from the calculated air intake flow from engine speed, intake air pressure, intake air temperature, EGR amount and volumetric efficiency of the engine.
- exhaust gas flow in oxidation catalyst The exhaust gas flow in the DOCS 20 can be measured or calculated.
- Temperature in catalyst The temperature can e.g. be measured upstream of the DOCS 20 . By applying an appropriate signal filter the measured value together with the exhaust gas flow into the DOCS 20 as a parameter can represent the actual catalyst temperature. Alternatively the temperature can be calculated by using a simple heat balance.
- the parameter “sulphur adsorbed from exhaust during a second” is the sulphur content in the fuel and lubrication oil consumed during the said second multiplied with a factor, wherein the factor is between 0 and 1 and has a temperature dependency which can e.g. be derived from a map containing temperature dependent values of the factor.
- the parameter “sulphur desorbed during a second” is the sulphur content in the DOCS 20 one second before multiplied with another temperature dependent factor which can be derived in the same way as the first factor described above.
- NO2 formation in catalyst The NO2 formation in the DOCS 20 can be derived from interpolating in a 3-D based on the parameters exhaust gas flow, temperature in catalyst and sulphur content. It can also be calculated using a physical model with sulphur content, temperature, exhaust gas flow and oxygen concentration as input parameters.
- the model can be e.g. a specific NO2 formation rate which is k1 ⁇ CNO ⁇ Co2 and an NO2 decomposition rate which is k2 ⁇ CNO2, where k1 and k2 are temperature dependent and sulphur-content dependent parameters and C is the concentration of NO, NO2 and O2, respectively.
- the specific rate is integrated over the catalyst volume.
- the HC level is also an input parameter to the model, e.g. as a denominator for the specific rates (1+Ka ⁇ CHc).
- NO2 out from the particulate filter The amount NO2 which is released from the DPF 64 is the difference between the amount of NO2 fed into the DPF 64 , NO2 formed in the DPF 64 (which is zero if no catalytic layer is provided in the .DPF 64 for NO2 generation) and NO2 consumed by soot in the DPF 64 .
- NO2 formed in the DPF 64 can be calculated in the same manner as the NO2 formed in the DOCS 20 (see above), preferably a physical model.
- NO2 consumed by soot in the DPF 64 is proportional to the amount of soot in the DPF 64 and can be expressed as a specific rate k3 ⁇ CNo2 ⁇ CSoot- Again, k3 is a temperature dependent parameter and C the respective concentration of NO2 and soot.
- the usage of a pressure drop for calculation of a soot amount in the DPF 64 can introduce some errors due to the fact that the soot characteristic is changing with time. Therefore it is preferred to use a model for calculating the soot load and use the pressure drop as a qualitative check of the model.
- FIGS. 2 a and 2 b depict preferred example locations where the NO2 and NOx levels can be estimated either by measurement or calculation.
- FIG. 2 a corresponds to an arrangement preferably used at high loads of the engine 12 ( FIG. 1 )
- FIG. 2 b corresponds to an arrangement preferably used al low loads of the engine 12 ( FIG. 1 ).
- the NOx content upstream of the nitrogen-oxides reduction unit 70 can be measured or calculated. Downstream of the nitrogen-oxides reduction unit 70 the NOx content is measured and calculated. A difference between the measured and the calculated contents indicates that a problem with the NO oxidation in the DPFU 60 has occurred.
- the NO2 content in the exhaust gas yielding an estimated NO2 content upstream of the nitrogen-oxides reduction unit 70 and to calculate and/or to measure an expected NOx content upstream of the nitrogen-oxides reduction unit 70 . Downstream of the nitrogen-oxides reduction unit 70 the NOx content is measured and calculated.
- One or more temperatures sensors are provided at convenient locations for determining the catalysts temperatures.
- the NOx-conversion is determined based on these values and on the temperature, exhaust gas massflow and the estimated NO2 content.
- FIG. 3 illustrates a first embodiment of a preferred method of a preferred NO2 error handler for on-board diagnosis of the DPFU 60 according to the invention.
- An NO2 content measured with a real sensor and an estimated NO2 content calculated with the virtual sensor model are compared in step 102 .
- the nitrogen-oxides reduction unit 70 is a SCR catalyst. By comparing the NOx- and NO2 contents upstream and downstream of the SCR catalyst, the efficiency of the SCR catalyst can also be determined
- the comparison is based on the values of inputs 104 to 112 which comprise: input 104 :
- step 102 If the difference between the estimated virtual NO2-sensor signal and the measured real NO2-sensor signals is within predetermined limits, then the system is working properly and the NO2 error handler is finished and can jump back to step 102 for a next on-board diagnosis procedure. This can be done periodically with a predetermined time delay or can be done continuously.
- the NO2 error handler initiates a sulphur regeneration of the DPFU 60 in step 114 , i.e. sulphur is removed from the DPFU 60 .
- the DOCS 20 is regenerated in order to remove sulphur from the DOCS 20 .
- the DPF 64 is comprises alternatively or additionally an oxidizing catalytic coating, the DPF 64 is regenerated alternatively or additionally. The regeneration is done e.g. by control of the temperature and flow of exhaust gas from and/or fuel into the engine 12 .
- the conditioning is done at a temperature of at least 350° C., preferably at a temperature between 350° C. and 450° C.
- the two signals are compared again in step 116 . If the signals are within the predetermined limits, e.g. if they are nearly equal, the NO2 handler stores a fault code (step 118 ).
- the fault code indicates that a successful sulphur regeneration has been performed and that the DPFU 60 , particularly the DOC 22 , had been deactivated by sulphur oxidation. Then the NO2 error handler is finished and can jump back to step 102 for a next on-board diagnosis procedure.
- an oxidation-catalyst-activity conditioning is initiated in step 120 .
- the regeneration can be done as before, e.g. by control of the temperature and flow of exhaust gas from and/or fuel into the engine 12 .
- the conditioning is done at a temperature of at least 450° C., preferably at a temperature between 450° C. and 550° C.
- the two signals are compared in step 122 in the same manner as after the regeneration of the DPFU 60 . If the signals are within the predetermined limits, e.g. if they are nearly equal, the NO2 handler stores a fault code (step 124 ).
- the fault code indicates that a successful sulphur regeneration has been performed and that the DPFU 60 , particularly the DOC 22 , had been deactivated by sulphur oxidation. Then the NO2 error handler is finished and can jump back to step 102 for a next on-board diagnosis procedure.
- a soot regeneration of the DPF 64 is performed in step 126 , e.g. a burner is activated and/or fuel is injected to oxidize the soot a high temperatures.
- the two signals are again compared in step 128 . If the two signals are now within predetermined limits, the NO2 error handler sends a signal to a soot error handler indicating that there could have been more soot in the DPFU 60 than expected (step 130 ). Then the NO2 error handler is finished and can jump back to step 102 for a next comparison.
- a fault code of a malfunctional DPFU 60 is set (step 132 ) and if necessary, e.g. if the NO2 is so low that the low level influences the NOx emission of the aftertreatment system 10 , an alarm is set.
- the first comparison between the two NO2 signals is also compared (if possible) with the efficiency of the SCR catalyst.
- This can be reasonably done when the SCR catalyst is in a state where there is a measurable difference in efficiency as a function of NO2/NO ratio.
- a fault code is set on the real NO2 sensor.
- the real efficiency can for example be expressed as a conversion 1-[Input 110 ]/[Input 112 ].
- the expected conversion i.e. efficiencies
- the nitrogen-oxides reduction unit 70 is a SCR catalyst.
- a measured and an estimated NOx conversion of the SCR catalyst is compared in step 202 based on the estimated NO2 content and the estimated temperature signal on the SCR catalyst, preferably based on temperature, exhaust gas mass flow and NO2 level downstream of the DPFU 60 and upstream of the SCR catalyst. By comparing the NOx- and NO2 contents upstream and downstream of the SCR catalyst, the efficiency of the SCR catalyst can be determined.
- the comparison is based on the values of inputs 204 to 212 which comprise: input 204 :
- temperature signal of one or more temperature sensors, exhaust gas mass flow ; input 206 : virtual NO2 signal downstream of DPF 64 and upstream of the SCR. catalyst; input 208 : NOx sensor signal downstream of the SCR catalyst; expected based on the NO2-sensor signal of the virtual sensor; input 210 : real or virtual NOx sensor signal upstream of the SCR catalyst (can be upstream DPFU 60 ); input 212 : virtual NOx signal downstream of SCR catalyst (preferably based on inputs 204 , 206 , and 210 ).
- the NO2-handler can jump back to step 202 and is ready for the next onboard diagnosis procedure. This can be done periodically with a time delay of continuously.
- the NO2 error handler initiates a sulphur regeneration of the DPFU 60 in step 214 .
- a condition beyond predetermined limits is e.g. if the real efficiency value (based on measured signals) is only a fraction of the estimated value (based on calculated signals).
- the DOCS 20 is regenerated in order to remove sulphur from the oxidizing catalytic material of the DOC 20 .
- the DPF 64 comprises, alternatively or additionally, an oxidizing catalytic coating, the DPF 64 is regenerated alternatively or additionally.
- the regeneration is done e.g. by control of the temperature and flow of exhaust gas from and/or fuel into the engine 12 .
- the conditioning is done at a temperature of at least 350° C., preferably at a temperature between 350° C. and 450° C.
- the two signals are compared again in step 216 . If the signals are within the predetermined limits, e.g. if they are nearly equal, the NO2 handler stores a fault code (step 218 ).
- the fault code indicates that a successful sulphur regeneration has been performed and that the DPFU 60 , particularly the DPF 64 , had been deactivated by sulphur oxidation. Then the NO2 error handler is finished and can jump back to step 202 for the next on-board diagnosis procedure.
- an oxidation-catalyst-activity conditioning is initiated in step 220 .
- the regeneration can be done as before, e.g. by control of the temperature and flow of exhaust gas from and/or fuel into the engine 12 .
- the conditioning is done at a temperature of at least 450° C., preferably at a temperature between 450° C. and 550° C.
- the two signals are compared again in step 222 in the same manner as after the regeneration of the DPFU 60 . If the signals are within the predetermined limits, e.g. if they are nearly equal, the NO2 handler stores a fault code (step 224 ).
- the fault code indicates that a successful sulphur regeneration has been performed and that the DPFU 60 , particularly the DOCS 20 , had been deactivated by sulphur oxidation. Then the NO2 error handler is finished and can jump back to step 202 for the next on-board diagnosis procedure.
- step 226 If the two signals still deviate, a soot regeneration of the DPF 64 is performed in step 226 .
- the two signals are again compared in step 228 . If the two signals are now within predetermined limits, the NO2 error handler sends a signal to a soot error handler indicating that there could have been more soot in the DPFU 60 than expected (step 230 ). Then the NO2 error handler is finished and can jump back to step 202 for the next on-board diagnosis procedure.
- a fault code of a malfunctional DPFU 60 is set (step 232 ) and if necessary, e.g. if the NO2 is so low that the low level influences the NOx emission of the aftertreatment system 10 , a separate diagnosis for the SCR catalyst and a reducing agent system coupled to the SCR catalyst is initiated.
- some or all SCR catalyst diagnosis and a reducing agent system coupled to the SCR catalyst is performed before starting sulphur regeneration.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Toxicology (AREA)
- Health & Medical Sciences (AREA)
- Materials Engineering (AREA)
- Exhaust Gas After Treatment (AREA)
- Processes For Solid Components From Exhaust (AREA)
- Physical Or Chemical Processes And Apparatus (AREA)
- Separation Of Particles Using Liquids (AREA)
- Exhaust Gas Treatment By Means Of Catalyst (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
- Investigating Or Analysing Materials By Optical Means (AREA)
- Chimneys And Flues (AREA)
Abstract
Description
- The invention relates to an on-board-diagnosis method for an exhaust aftertreatment system and an on-board-diagnosis system for an exhaust aftertreatment system.
- Present regulatory conditions in the automotive market have led to an increasing demand to improve fuel economy and reduce emissions in present vehicles. These regulatory conditions must be balanced with the demands of a consumer for high performance and quick response for a vehicle.
- A diesel engine has an efficiency of up to about 52% and is thus the best converter of fossil energy. NOx emission concentration, i.e. the emission of nitrogen oxides NO and NO2, is dependent upon local oxygen atom concentration and the local temperature. Said high efficiency is however only possible at an elevated combustion temperature at which high NOx levels are inevitable. Moreover, a suppression of NOx formation by internal means (air/fuel ratio) has the tendency to cause an increase in particulates, known as the NOx -particulates trade off. Furthermore, an excess of oxygen in the exhaust gas from a diesel engine prevents the use of stoichiometric 3-way-catalyst technology for reduction of NOx as, is used in gasoline engine oars from the late 80-ties.
- Both carbon particulates and NOx are typical emissions in the exhaust gas of diesel engines. Requirements for reducing such emissions increase and trigger various approaches in the art to reduce emissions. In the European patent EP 1 054 722 B1 an exhaust aftertreatment system is disclosed which combines a particulate filter collecting soot and nitrogen-oxides reduction catalysts in the exhaust tract. For removing soot NO2 is generated by oxidation of NO in an oxidation catalyst. Soot which is collected in a particulate filter is oxidized by NO2. Residual amounts of NO and NO2 in the exhaust gas are reduced to nitrogen gas in a selective-catalytic-reduction catalyst (SCR catalyst) by injecting ammonia into the SCR catalyst.
- During operation all catalysts degrade due to accumulation of poisons, thermal migration of the catalyst material etc. This degradation seriously influences the operation of aftertreatment systems. Therefore it is desirable to detect the degradation of a catalyst in the aftertreatment system before the operation of the aftertreatment system fails or legal requirements cannot be fulfilled because of the degradation. This is done by the so called OBD (On-Board Diagnosis).
- It is desirable to provide an improved on-board-diagnosis method for an exhaust aftertreatment system. It is also desirable to provide an adequate improved exhaust aftertreatment system.
- An on-board-diagnosis method for an exhaust aftertreatment system of an engine is proposed comprising a diesel particulate filter unit which encompasses a particulate filter (DPF) in which soot can be oxidized by NO2 and constituents of the exhaust gas are deoxidized in a selective-catalytic-reduction (SCR) catalyst arranged downstream of the diesel particulate filter unit, wherein the exhaust gas flows from the diesel particulate filter unit to the selective-catalytic-reduction catalyst. According to invention an NO2 content upstream of the nitrogen-oxides reduction unit is estimated; at least one of an NOx or NO2 content upstream of the nitrogen-oxides reduction unit is measured; a comparison between the estimated and the measured contents is performed; and based on the result of the comparison it is decided on at least one conditioning step of the diesel particulate filter unit.
- Favourably, the proper operation of the diesel particulate filter unit can be reliably checked on board of a vehicle which is equipped with said aftertreatment system, improving the environmental compatibility of diesel engines. This can be done based on the NO2 level in the exhaust gas on particular locations and/or based on the efficiency of the nitrogen-oxides reduction unit.
- Preferably for high load operation conditions of the engine, the following steps can be . performed: measuring the NO2 content in the exhaust gas upstream of the nitrogen-oxides reduction unit and downstream of the diesel particulate filter unit; calculating the NO2 content in the exhaust gas upstream of the nitrogen-oxides reduction unit and downstream of the diesel particulate filter unit; measuring an NOx content in the exhaust gas downstream of the nitrogen-oxides reduction unit; measuring or calculating an NOx content in the exhaust gas upstream of the nitrogen-oxides reduction unit and downstream of the diesel particulate filter unit; comparing the measured and the expected NO2 contents; and based on the result of the comparison deciding on at least one conditioning step of the diesel particulate filter unit.
- Favourably the operability of the diesel particulate filter unit can be determined with high accuracy.
- Preferably for low load operation conditions of the engine, the following steps can be performed: calculating the NO2 content in the exhaust gas upstream of the nitrogen-oxides reduction unit and downstream of the diesel particulate filter unit; measuring or measuring and calculating an NOx content in the exhaust gas upstream of the nitrogen-oxides reduction unit and downstream of the diesel particulate filter unit; measuring the NOx content in the exhaust gas downstream of the nitrogen-oxides reduction unit; and deriving the efficiency of the NOx conversion in the nitrogen-oxides reduction unit from the calculated NO2 and the measured and calculated NOx contents. Favourably, a real NO2 sensor is not necessary as the NO2 content can be calculated, this embodiment thus needs less hardware and is cost efficient. If the efficiency of the nitrogen-oxides reduction unit is not sufficient, a separate diagnosis for the nitrogen-oxides reduction unit as well as for a reducing-agent system (in case a SCR catalyst is used with injection of a reducing agent), can be triggered. This can be done after the regeneration related to the diesel particulate filter unit or before the regeneration.
- Preferably, a conditioning step can be performed if the difference between the compared NOx conversions and/or the compared NO2 contents are beyond a predetermined value.
- Particularly, the NOx conversion or the compared NO2 contents in the exhaust gas can be derived by determining the NO2 content with a real sensor and/or a virtual sensor.
- Deriving the NOx conversion in the exhaust gas can be advantageously done by determining an efficiency of the nitrogen-oxides reduction unit.
- Another advantage with the present invention is that one may achieve high passive regeneration and HC oxidation in the DPF system and maintaining a good NO2 /NO ratio for high NOx-conversion in the SCR-system for a fresh as well as an aged system. Advantageously, the preferred arrangement allows to using a smaller SCR-catalyst, giving both cost, space and weight benefits. The diesel particulate filter unit (DPFU) may have the oxidation catalyst (DOC) upstream of the diesel particulate filter (DPF). Alternatively or additionally, the DPF may comprise a catalytic coating which oxidizes exhaust gas components and which can replace or support the DOC. An advantage with this embodiment is that one will still further save space, cost and weight.
- Preferably, a conditioning step can be performed if the differences between the compared NOx conversions and/or the compared NO2 contents are beyond a predetermined value.
- The NOx conversion and/or the NO2 contents can be derived by determining the NO2 content in the exhaust gas with a real sensor and/or a virtual sensor. Alternatively or additionally, NOx conversion can be derived from the efficiency of the nitrogen-oxides reduction unit without using a real NO2 sensor.
- Preferably a first conditioning step can be performed by heating an oxidation stage in the diesel particulate filter unit to at least 350° C., preferable to a temperature between 350° C. and 450C.
- Favourably, a second conditioning step can be performed by heating an oxidation stage in the diesel particulate filter unit to at least 450° C., preferable to a temperature between 450° C. and 550° C.
- Advantageously, a third conditioning step is performed by heating an oxidation stage in the diesel particulate filter unit to at least 550° C., preferable to a temperature between 550° C. and 650° C.
- Particularly, the second conditioning step can be performed after the first conditioning step and the third conditioning step can be performed after the second conditioning step. After each conditioning step it is decided if a further conditioning step has to be performed or not. The thermal load to the particulate filter unit is favourably reduced to the bare necessary heating steps and temperatures.
- Wall conditioning steps have been unsuccessful, after performing all conditioning steps unsuccessfully, an alarm can be set.
- According to another aspect of the invention, an exhaust aftertreatment system of an engine is proposed comprising a diesel particulate filter unit which encompasses a particulate filter in which soot can be oxidized by NO2 and constituents of the exhaust gas are deoxidized in a nitrogen-oxides reduction unit arranged downstream of the diesel particulate filter unit, wherein the exhaust gas flows from the diesel particulate filter unit to the nitrogen-oxides reduction unit, wherein the operability of at least the diesel particulate filter unit can be determined by calculating the NO2 content in the exhaust gas upstream of the nitrogen-oxides reduction unit and downstream of the diesel particulate filter unit; measuring or calculating an NOx content in the exhaust gas upstream of the nitrogen-oxides reduction unit and downstream of the diesel particulate filter unit; measuring the NOx content in the exhaust gas downstream of the nitrogen-oxides reduction unit; calculating the NOx content in the exhaust gas upstream of the nitrogen-oxides reduction unit and downstream of the diesel particulate filter unit; and deriving the actual and the expected NOx conversion from the calculated NO2 and the measured and calculated NOx contents.
- Preferably an NO2 sensor can be provided upstream of the selective-catalytic- reduction catalyst and downstream of the diesel particulate filter unit. Additionally or alternatively, the NO2 sensor can be provided downstream of the nitrogen- oxides reduction unit. The NO2 sensor can be a real sensor implemented as hardware or a virtual sensor implemented as software where the NO2 content is calculated based on appropriate operation parameters of the engine and the exhaust gas aftertreatment system.
- According to a further aspect of the invention, a computer program is proposed which is storable on a computer readable medium, comprising a program code for use in an on-board-diagnosis method for an exhaust aftertreatment system of an engine comprising a diesel particulate filter unit which encompasses a particulate filter in which soot can be oxidized by NO2 and constituents of the exhaust gas are deoxidized in a nitrogen-oxides reduction unit arranged downstream of the diesel particulate filter unit, wherein the exhaust gas flows from the diesel particulate filter unit to the selective-catalytic-reduction catalyst, comprising at least the steps of calculating the NO2 content in the exhaust gas upstream of the nitrogen-oxides reduction unit and downstream of the diesel particulate filter unit; measuring or calculating an NOx content in the exhaust gas upstream of the nitrogen-oxides reduction unit and downstream of the diesel particulate filter unit; measuring the NOx content in the exhaust gas downstream of the nitrogen-oxides reduction unit; calculating the NOx content in the exhaust gas upstream of the nitrogen-oxides reduction unit and downstream of the diesel particulate filter unit; and deriving the actual and the expected NOx conversion from the calculated NO2 and the measured and calculated NOx contents.
- The present invention together may best be understood from the following detailed description of the embodiments, but not restricted to the embodiments, wherein is shown schematically:
-
FIG. 1 a first embodiment of an exhaust aftertreatment system according to the invention; -
FIG. 2 a, 2 b preferred locations where NOx and NO2 levels can be determined; -
FIG. 3 a flowchart of a first preferred diagnosis method using a real NO2 sensor and virtual NOx and NO2 sensors according to the invention; and -
FIG. 4 a flowchart of a second preferred diagnosis method using virtual NOx and NO2 sensors according to the invention. - In the drawings, equal or similar elements are referred to by equal reference numerals. The drawings are merely schematic representations, not intended to portray specific parameters of the invention. Moreover, the drawings are intended to depict only typical embodiments of the invention and therefore should not be considered as limiting the scope of the invention.
- According to a first aspect of the invention a preferred exhaust gas after
treatment system 12 depicted inFIG. 1 comprises a diesel particulate filter unit (DPFU) 60 arranged downstream of adiesel engine 12 and aNOx reducing unit 70 such as preferably a selective-catalytic-reduction (SCR) arrangement arranged downstream of saidDPFU 60, wherein aninjector 62 is provided for feeding reducing agent such as ammonia or urea into the exhaust gas and arranged downstream of saidDPF 64 and upstream said SCR catalyst. TheDPFU 60 comprises an oxidation catalyst stage (DOCS) 20, e.g. an oxidation catalyst (DOC) 22 and a diesel particulate filter unit (DPFU) 60 which is arranged downstream of the DOC 22. Optionally, theDPF 64 can exhibit an oxidizing catalytic coating which can replace the DOC 22 asoxidation stage 20 or which can at least support the DOC 22. - Between the
DPFU 60 and the SCR catalyst asensing unit 40 is provided for sensing the amount of NO2 contained in the exhaust entering the SCR catalyst. Thesensing unit 40 comprises a NO2-sensitive sensor 50 arranged in theexhaust line 14 downstream of theDPFU 60 and upstream of the SCR catalyst and acontrol unit 42 connected to thesensor 50 viadata line 48. Optionally adevice 44 can be coupled to thecontrol unit 42 to calculate the amount of NO2 entering the SCR catalyst depending onparameters 66, such as operating parameters of theengine 12 and/or on operating parameters of one ormore catalysts exhaust aftertreatment system 10, providing a virtual sensor instead of areal NO2 sensor 50. - The
DOCS 20, i.e. the DOC 22 and/or the catalytic coating of theDPF 64, is preferably used to generate a sufficient amount of NO2 for passive oxidation of soot trapped in theDPF 64 according to the reaction -
(R1)NO+NO2→NO2. - The main function of the
DPF 64 is to trap particulate matter such as soot and ashes contained in the exhaust gas. A typical vehicularexhaust aftertreatment system 10 requires one to several 100,000 km driving to fill theDPF 64 with ashes, and theDPF 64 can be emptied from ash by demounting theDPF 64 at service. To fill theDPF 64 with soot requires only one to several 1000 km driving. However, the soot can be oxidized to CO2 which can be done during operation of the vehicle. - For some applications it may be beneficial to coat the
DPF 64 with a catalytically active material including the properties of an oxidation catalyst into theDPF 64. For proper function of theDPF 64 it is recommended to control the amount of soot trapped in theDPF 64. Regeneration of theDPF 64 may be accomplished in various ways known in the art. Preferably, NO2 can be used for passive oxidation of the trapped soot according to the reaction is -
(R2)2NO2+C→2NO+CO2. - For an efficient passive regeneration it is necessary to establish the exhaust gas temperature above a critical limit, preferably above 250° C., and to provide an adequate amount of NO2. The amount of NO2 in the exhaust gas fed into the
DPF 64 can be increased by theDOCS 20 by oxidation of NO to NO2. - Depending in the
engine 12 emissions of soot and nitrogen oxides NO, NO2, generally referred to as NOx, the passive oxidation of soot can keep the soot level in theDPF 64 low at exhaust temperatures above 250° C. For some engine emissions the ratio of NOx/soot is too low for oxidizing the soot by NO2. Alternative to passive oxidation of soot it can be oxidized by oxygen at high temperatures, preferably at about 600° C. This can be achieved by either providing a burner (not shown) in theexhaust aftertreatment system 10 or by adding fuel to the exhaust gas which is burnt on an oxidation catalyst (not shown) upstream of theDPF 64. Activation of the burner or adding fuel is done in a regeneration phase which has a typical duration of a few minutes and which can last as long as 30 min if necessary. - Downstream of the
DPF 64 and upstream of the nitrogen-oxides reduction unit 70, by way of example an SCR catalyst, the exhaust gas contains one or more constituents as NO and NO2, which can be deoxidized in the SCR catalyst. - The main task of the SCR catalyst is to reduce NOx, i.e. NO and NO2, with a reductant to nitrogen gas N2 and water H2O. On the SCR catalyst ammonia NH3 reacts with NOx to form nitrogen. Usually on vehicles urea is injected into the exhaust gas and by the exhaust gas temperature urea is thermolyzed or hydrolyzed into NH3 in the exhaust gas and the SCR catalyst. The reductant, e.g. NH3 or urea, is added to the exhaust gas upstream of the SCR catalyst, for instance by the injector 62 (indicated by a broad arrow upstream of the SCR catalyst). The efficiency of the SCR catalyst is strongly dependent on the exhaust gas temperature, the space velocity of the exhaust gas and the NO2/NO ratio in the exhaust gas which enters the SCR catalyst.
- Depending on the kind of NOx there are three principal chemical reactions possible:
-
(R3)4NO+4NH3+O2→4N2+6H2O -
(R4)NO+NO2+2NH3→2N2+3H2O -
(R5)6NO2+8NH3→7N2+12H2O - The reaction (R4) has the highest efficiency and is efficient from exhaust temperatures below 200° C. and above. Reaction (a) becomes efficient at 300° C. and for reaction (c) the efficiency is lower than reaction (a) on vanadium based SCR-catalyst while it is on zeolite-based catalyst more efficient than reaction (a) but not as efficient as reaction (b). Further, on zeolite-based catalyst an unfavourable competitive reaction to reaction (c) exist which is generating the greenhouse gas N2O:
-
(R6)4NO2+4NH3→2N2O+2N2+6H2O. - The NO2 formation in the
DOCS 20 will depend on the exhaust gas mass flow and the temperature of theDOCS 20. Besides the flow and temperature dependency, the DOC 22 and/or the catalytic coating in theDPF 64 adsorbs sulphur (S), which can be contained in the exhaust gas, at lower temperatures and releases the sulphur at temperatures above 350° C. If driving conditions let theDOCS 20 adsorb a lot of sulphur, the NO2 formation will be poisoned. The NO2 content after theDPF 64 will also depend on the condition of theDPF 64. - Sulphur is the main source to deactivate NO2 formation on the DOC 22 and on the catalytic coating of the
DPF 64. Sulphur sticks to the catalyst at lower temperatures, typically below 400° C. and is released at higher temperatures (>400° C.). The actual temperatures for sulphur adsorption and desorption depend on the particular catalyst formulation. - When low sulphur diesel fuel is used, which is now generally available in Europe and USA, it will take several hours or a day of engine operation without reaching 400° C. to give a noticeable decrease in NO2 formation in the
DOC 20 and/or thecoated DPF 64. Such driving is unusual with heavy duty vehicles but can occur. However, sulphur poisoning of the DOC 22 and/or thecoated DPF 64 can occur after shorter times if the driver gets fuel with higher sulphur contents, e.g. when driving in markets without low-sulphur fuel or fuelling high sulphur fuel by mistake. It's then important to detect such a poisoning and make a desulphation of the DOGS 22. Sulphur is removed from the DOC 22 and/or thecoated DPF 64 by heating the catalysts to above 400° C. for more than 5 minutes, which can be done by injecting fuel into the exhaust or by activating a burner. Another source of sulphur is the lubricant oil. - Some conditions on some catalytic materials can cause a reversible degradation of the
DOCS 20 in a manner that can it be reconditioned when heated to high temperatures above e.g. 500° C. for a predetermined time period, e.g. several minutes. - The desulphatisation temperature does not degrade the SCR-catalyst and during desulphatisation the SCR-catalyst gets a temperature where it works very efficient and the influence of NO2/NO ratio is low.
- The description of the virtual sensor is a map or physical model of the NO2 formation in the DOC 22 and optionally in the
DPF 64 if it's coated and on the NO2 consumption in theDPF 64. The sulphur dependency of the NO2 will not be included in the model since this invention is a way of handling the sulphur effect on NO2 (and it's hard to model also due to unknown variations of sulphur content in the fuel (low-sulphur fuel could be any thing below 10 ppm in Europe for example). - According to the invention, an NOx conversion is used for on-board-diagnosis of the correct function of the
DOCS 20, i.e. the DOC 22 and/or the oxidizing catalytic coating of theDPF 64, if theDPF 64 is provided with such a coating. The NOx conversion is derived from temperature, exhaust gas mass flow and NO2 levels in the exhaust gas. The NO2 sensor can be a real,physical sensor 50 or a virtual sensor wherein the NO2 level is calculated based on an appropriate model described below. - A virtual NOx sensor is a rather complex model and comprises or consists preferably of following sub-models which are given in quotes:
- “Engine-out NOx”: The amount of NOx at the outlet of the
engine 12 can be estimated by a sensor or a model with following inputs for example: load or fuel amount, timing for fuel injection, engine speed, intake air pressure, intake air temperature, EGR (EGR=exhaust gas recycling) amount and intake air humidity. These are parameters of theengine 12 and sensed values. There are several ways to build the model. It can be map-based where all or at least some of the relevant parameters are, or can be, corrected by correction factors laid down in the map. It can also be a model built on a neural network as base. - “Exhaust gas flow”: The exhaust gas flow can be measured, or derived from the measured air intake flow and the fuel amount, or from the calculated air intake flow from engine speed, intake air pressure, intake air temperature, EGR amount and volumetric efficiency of the engine.
- “Exhaust gas flow in oxidation catalyst”: The exhaust gas flow in the
DOCS 20 can be measured or calculated. - “Temperature in catalyst”: The temperature can e.g. be measured upstream of the
DOCS 20. By applying an appropriate signal filter the measured value together with the exhaust gas flow into theDOCS 20 as a parameter can represent the actual catalyst temperature. Alternatively the temperature can be calculated by using a simple heat balance. - “Sulphur in oxidation catalyst”: The sulphur content in the
DOCS 20 is preferably calculated. For instance the calculation can be derived from the parameters in parentheses: (sulphur content in catalyst)=(sulphur content in catalyst a second before) +(sulphur adsorbed from exhaust during a second) - (sulphur desorbed during a second). The parameter “sulphur adsorbed from exhaust during a second” is the sulphur content in the fuel and lubrication oil consumed during the said second multiplied with a factor, wherein the factor is between 0 and 1 and has a temperature dependency which can e.g. be derived from a map containing temperature dependent values of the factor. The parameter “sulphur desorbed during a second” is the sulphur content in theDOCS 20 one second before multiplied with another temperature dependent factor which can be derived in the same way as the first factor described above. - “NO2 formation in catalyst”: The NO2 formation in the
DOCS 20 can be derived from interpolating in a 3-D based on the parameters exhaust gas flow, temperature in catalyst and sulphur content. It can also be calculated using a physical model with sulphur content, temperature, exhaust gas flow and oxygen concentration as input parameters. The model can be e.g. a specific NO2 formation rate which is k1·CNO·Co2 and an NO2 decomposition rate which is k2·CNO2, where k1 and k2 are temperature dependent and sulphur-content dependent parameters and C is the concentration of NO, NO2 and O2, respectively. The specific rate is integrated over the catalyst volume. If there is a wide range of the HC content in the engine's working area or if an HC-injector is used, then the HC level is also an input parameter to the model, e.g. as a denominator for the specific rates (1+Ka·CHc). - “NO2 out from the particulate filter”: The amount NO2 which is released from the
DPF 64 is the difference between the amount of NO2 fed into theDPF 64, NO2 formed in the DPF 64 (which is zero if no catalytic layer is provided in the .DPF 64 for NO2 generation) and NO2 consumed by soot in theDPF 64. NO2 formed in theDPF 64 can be calculated in the same manner as the NO2 formed in the DOCS 20 (see above), preferably a physical model. NO2 consumed by soot in theDPF 64 is proportional to the amount of soot in theDPF 64 and can be expressed as a specific rate k3·CNo2·CSoot- Again, k3 is a temperature dependent parameter and C the respective concentration of NO2 and soot. - “Soot load in particulate filter”: The soot load in
DPF 64 can be derived from a measured pressure drop over theDPF 64 and/or by applying a model: (soot in theDPF 64 at a current time)=(soot in theDPF 64 at a time before the current time)+(soot emitted by the engine during the current time)−(soot burnt by NO2 during the current time). Soot burnt by NO2 during the current time is given by the “NO2 out from particulate filter” model, soot emitted by the engine during the current time is given from a soot sensor or a similar model as the “Engine-out NOx” model. - The usage of a pressure drop for calculation of a soot amount in the
DPF 64 can introduce some errors due to the fact that the soot characteristic is changing with time. Therefore it is preferred to use a model for calculating the soot load and use the pressure drop as a qualitative check of the model. -
FIGS. 2 a and 2 b depict preferred example locations where the NO2 and NOx levels can be estimated either by measurement or calculation. -
FIG. 2 a corresponds to an arrangement preferably used at high loads of the engine 12 (FIG. 1 ),FIG. 2 b corresponds to an arrangement preferably used al low loads of the engine 12 (FIG. 1 ). - From estimating NO2 and NOx contents in the exhaust gas at different locations an actual measured and estimated conversion of NO2 in the
DPFU 60 and conversion NOx in the SCR catalyst can be derived. At high loads (FIG. 2 a) it is preferred to measure the NO2 content in the exhaust gas upstream of the nitrogen-oxides reduction unit 70 and to calculate, i.e. estimate an expected NO2 content upstream of the nitrogen-oxides reduction unit 70. - Additionally, the NOx content upstream of the nitrogen-
oxides reduction unit 70 can be measured or calculated. Downstream of the nitrogen-oxides reduction unit 70 the NOx content is measured and calculated. A difference between the measured and the calculated contents indicates that a problem with the NO oxidation in theDPFU 60 has occurred. - At low loads (
FIG. 2 b) it is preferred to calculate the NO2 content in the exhaust gas yielding an estimated NO2 content upstream of the nitrogen-oxides reduction unit 70 and to calculate and/or to measure an expected NOx content upstream of the nitrogen-oxides reduction unit 70. Downstream of the nitrogen-oxides reduction unit 70 the NOx content is measured and calculated. - One or more temperatures sensors (not shown) are provided at convenient locations for determining the catalysts temperatures.
- The NOx-conversion is determined based on these values and on the temperature, exhaust gas massflow and the estimated NO2 content.
-
FIG. 3 illustrates a first embodiment of a preferred method of a preferred NO2 error handler for on-board diagnosis of theDPFU 60 according to the invention. An NO2 content measured with a real sensor and an estimated NO2 content calculated with the virtual sensor model are compared instep 102. By way of example, the nitrogen-oxides reduction unit 70 is a SCR catalyst. By comparing the NOx- and NO2 contents upstream and downstream of the SCR catalyst, the efficiency of the SCR catalyst can also be determined - The comparison is based on the values of
inputs 104 to 112 which comprise: input 104: - temperature signals from one or more temperature sensors; exhaust gas mass flow;
input 106: virtual NO2 signal downstream ofDPF 64;
input 108: NO2 signal measured by areal sensor 50 downstream ofDPF 60 and upstream of SCR catalyst. If no reductant is injected into the SCR catalyst, thesensor 50 can be located downstream of the SCR catalyst;
input 110: NOx sensor signal downstream of SCR catalyst;
input 112: Real or virtual NOx signal upstream of SCR catalyst (can be upstream DPFU 60); - If the difference between the estimated virtual NO2-sensor signal and the measured real NO2-sensor signals is within predetermined limits, then the system is working properly and the NO2 error handler is finished and can jump back to step 102 for a next on-board diagnosis procedure. This can be done periodically with a predetermined time delay or can be done continuously.
- If the difference is beyond predetermined limits, e.g. if the real NO2 signal is only a fraction of the virtual NO2 signal, for instance the real signal is e.g. 50% of the virtual signal or less, the NO2 error handler initiates a sulphur regeneration of the
DPFU 60 instep 114, i.e. sulphur is removed from theDPFU 60. TheDOCS 20 is regenerated in order to remove sulphur from theDOCS 20. If theDPF 64 is comprises alternatively or additionally an oxidizing catalytic coating, theDPF 64 is regenerated alternatively or additionally. The regeneration is done e.g. by control of the temperature and flow of exhaust gas from and/or fuel into theengine 12. - Preferably the conditioning is done at a temperature of at least 350° C., preferably at a temperature between 350° C. and 450° C.
- After the regeneration the two signals are compared again in
step 116. If the signals are within the predetermined limits, e.g. if they are nearly equal, the NO2 handler stores a fault code (step 118). The fault code indicates that a successful sulphur regeneration has been performed and that theDPFU 60, particularly the DOC 22, had been deactivated by sulphur oxidation. Then the NO2 error handler is finished and can jump back to step 102 for a next on-board diagnosis procedure. - If the two signals still deviate after the sulphur regeneration an oxidation-catalyst-activity conditioning is initiated in
step 120. The regeneration can be done as before, e.g. by control of the temperature and flow of exhaust gas from and/or fuel into theengine 12. Preferably the conditioning is done at a temperature of at least 450° C., preferably at a temperature between 450° C. and 550° C. - Subsequently the two signals are compared in
step 122 in the same manner as after the regeneration of theDPFU 60. If the signals are within the predetermined limits, e.g. if they are nearly equal, the NO2 handler stores a fault code (step 124). The fault code indicates that a successful sulphur regeneration has been performed and that theDPFU 60, particularly the DOC 22, had been deactivated by sulphur oxidation. Then the NO2 error handler is finished and can jump back to step 102 for a next on-board diagnosis procedure. - If the two signals still deviate, a soot regeneration of the
DPF 64 is performed instep 126, e.g. a burner is activated and/or fuel is injected to oxidize the soot a high temperatures. The two signals are again compared instep 128. If the two signals are now within predetermined limits, the NO2 error handler sends a signal to a soot error handler indicating that there could have been more soot in theDPFU 60 than expected (step 130). Then the NO2 error handler is finished and can jump back to step 102 for a next comparison. - If the virtual and the real NO2 signals still deviate a fault code of a
malfunctional DPFU 60 is set (step 132) and if necessary, e.g. if the NO2 is so low that the low level influences the NOx emission of theaftertreatment system 10, an alarm is set. An alarm is favourably activating a MIL (MIL=malfunction indicator light). - In a second, not depicted embodiment of the invention the first comparison between the two NO2 signals is also compared (if possible) with the efficiency of the SCR catalyst. This can be reasonably done when the SCR catalyst is in a state where there is a measurable difference in efficiency as a function of NO2/NO ratio. If the efficiency is as expected from the virtual NO2 signal a fault code is set on the real NO2 sensor. The real efficiency can for example be expressed as a conversion 1-[Input 110]/[Input 112]. The expected conversion (i.e. efficiencies) can then be found in a map with temperature, mass flow, NOx signal upstream the SCR catalyst and NO2 signals upstream the SCR catalyst.
- Referring now to
FIG. 4 a third embodiment of the preferred NO2 error handler is presented. This flow chart corresponds to an arrangement depicted inFIG. 2 b related to low engine loads. By way of example, the nitrogen-oxides reduction unit 70 is a SCR catalyst. Deviating from the first embodiment inFIG. 3 there is noreal NO2 sensor 50 and the estimated NO2 content is calculated instead with the virtual sensor model. A measured and an estimated NOx conversion of the SCR catalyst is compared instep 202 based on the estimated NO2 content and the estimated temperature signal on the SCR catalyst, preferably based on temperature, exhaust gas mass flow and NO2 level downstream of theDPFU 60 and upstream of the SCR catalyst. By comparing the NOx- and NO2 contents upstream and downstream of the SCR catalyst, the efficiency of the SCR catalyst can be determined. - The comparison is based on the values of
inputs 204 to 212 which comprise: input 204: - temperature signal of one or more temperature sensors, exhaust gas mass flow;
input 206: virtual NO2 signal downstream ofDPF 64 and upstream of the SCR. catalyst; input 208: NOx sensor signal downstream of the SCR catalyst; expected based on the NO2-sensor signal of the virtual sensor;
input 210: real or virtual NOx sensor signal upstream of the SCR catalyst (can be upstream DPFU 60);
input 212: virtual NOx signal downstream of SCR catalyst (preferably based oninputs - If the deviation of the real estimated efficiency of the SCR catalyst (based on the virtual sensor signal) from the expected efficiency is above a predetermined threshold the same procedure is done as in
FIG. 3 . If the difference between the two efficiency values of the example SCR catalyst is within predetermined limits, then the NO2-handler can jump back to step 202 and is ready for the next onboard diagnosis procedure. This can be done periodically with a time delay of continuously. - If the difference is beyond predetermined limits, then the NO2 error handler initiates a sulphur regeneration of the
DPFU 60 instep 214. A condition beyond predetermined limits is e.g. if the real efficiency value (based on measured signals) is only a fraction of the estimated value (based on calculated signals). TheDOCS 20 is regenerated in order to remove sulphur from the oxidizing catalytic material of theDOC 20. If theDPF 64 comprises, alternatively or additionally, an oxidizing catalytic coating, theDPF 64 is regenerated alternatively or additionally. The regeneration is done e.g. by control of the temperature and flow of exhaust gas from and/or fuel into theengine 12. Preferably the conditioning is done at a temperature of at least 350° C., preferably at a temperature between 350° C. and 450° C. - After the regeneration the two signals are compared again in
step 216. If the signals are within the predetermined limits, e.g. if they are nearly equal, the NO2 handler stores a fault code (step 218). The fault code indicates that a successful sulphur regeneration has been performed and that theDPFU 60, particularly theDPF 64, had been deactivated by sulphur oxidation. Then the NO2 error handler is finished and can jump back to step 202 for the next on-board diagnosis procedure. - If the two signals still deviate after the sulphur regeneration an oxidation-catalyst-activity conditioning is initiated in
step 220. The regeneration can be done as before, e.g. by control of the temperature and flow of exhaust gas from and/or fuel into theengine 12. Preferably the conditioning is done at a temperature of at least 450° C., preferably at a temperature between 450° C. and 550° C. - Subsequently the two signals are compared again in
step 222 in the same manner as after the regeneration of theDPFU 60. If the signals are within the predetermined limits, e.g. if they are nearly equal, the NO2 handler stores a fault code (step 224). The fault code indicates that a successful sulphur regeneration has been performed and that theDPFU 60, particularly theDOCS 20, had been deactivated by sulphur oxidation. Then the NO2 error handler is finished and can jump back to step 202 for the next on-board diagnosis procedure. - If the two signals still deviate, a soot regeneration of the
DPF 64 is performed instep 226. The two signals are again compared instep 228. If the two signals are now within predetermined limits, the NO2 error handler sends a signal to a soot error handler indicating that there could have been more soot in theDPFU 60 than expected (step 230). Then the NO2 error handler is finished and can jump back to step 202 for the next on-board diagnosis procedure. - If the estimated and the measured NO2 signals still deviate a fault code of a
malfunctional DPFU 60 is set (step 232) and if necessary, e.g. if the NO2 is so low that the low level influences the NOx emission of theaftertreatment system 10, a separate diagnosis for the SCR catalyst and a reducing agent system coupled to the SCR catalyst is initiated. - In a forth embodiment (not shown) some or all SCR catalyst diagnosis and a reducing agent system coupled to the SCR catalyst is performed before starting sulphur regeneration.
Claims (17)
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
SE0700439 | 2007-02-21 | ||
SE0700438 | 2007-02-21 | ||
SE0700438-5 | 2007-02-21 | ||
PCT/SE2008/000150 WO2008103113A1 (en) | 2007-02-21 | 2008-02-21 | On-board-diagnosis method for an exhaust aftertreatment system and on-board-diagnosis system for an exhaust aftertreatment system |
Publications (2)
Publication Number | Publication Date |
---|---|
US20100101213A1 true US20100101213A1 (en) | 2010-04-29 |
US8596045B2 US8596045B2 (en) | 2013-12-03 |
Family
ID=39710305
Family Applications (5)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US12/528,089 Active 2029-06-07 US8640443B2 (en) | 2007-02-21 | 2008-02-21 | Exhaust gas after treatment system (EATS) |
US12/528,094 Active 2029-10-15 US8407987B2 (en) | 2007-02-21 | 2008-02-21 | Control method for controlling an exhaust aftertreatment system and exhaust aftertreatment system |
US12/528,092 Active 2029-04-10 US8468806B2 (en) | 2007-02-21 | 2008-02-21 | Method for operating an exhaust aftertreatment system and exhaust aftertreatment system |
US12/528,091 Active 2029-09-24 US8596045B2 (en) | 2007-02-21 | 2008-02-21 | On-board-diagnosis method for an exhaust aftertreatment system and on-board-diagnosis system for an exhaust aftertreatment system |
US12/528,090 Active 2029-07-07 US8656702B2 (en) | 2007-02-21 | 2008-02-21 | Exhaust gas after treatment system |
Family Applications Before (3)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US12/528,089 Active 2029-06-07 US8640443B2 (en) | 2007-02-21 | 2008-02-21 | Exhaust gas after treatment system (EATS) |
US12/528,094 Active 2029-10-15 US8407987B2 (en) | 2007-02-21 | 2008-02-21 | Control method for controlling an exhaust aftertreatment system and exhaust aftertreatment system |
US12/528,092 Active 2029-04-10 US8468806B2 (en) | 2007-02-21 | 2008-02-21 | Method for operating an exhaust aftertreatment system and exhaust aftertreatment system |
Family Applications After (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US12/528,090 Active 2029-07-07 US8656702B2 (en) | 2007-02-21 | 2008-02-21 | Exhaust gas after treatment system |
Country Status (9)
Country | Link |
---|---|
US (5) | US8640443B2 (en) |
EP (5) | EP2126296B1 (en) |
JP (2) | JP5431966B2 (en) |
CN (2) | CN101646847B (en) |
AT (2) | ATE523669T1 (en) |
BR (2) | BRPI0807359B1 (en) |
ES (5) | ES2428163T3 (en) |
RU (1) | RU2455505C2 (en) |
WO (5) | WO2008103112A1 (en) |
Cited By (28)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20080229730A1 (en) * | 2007-03-19 | 2008-09-25 | Nissan Motor Co., Ltd. | NOx TRAPPING CATALYTIC CONVERTER DIAGNOSTIC APPARATUS |
US20100083640A1 (en) * | 2008-10-06 | 2010-04-08 | Gm Global Technology Operations, Inc. | Engine-out nox virtual sensor using cylinder pressure sensor |
US20110170102A1 (en) * | 2008-10-31 | 2011-07-14 | Janssen John M | Apparatus, System, and Method for Aftertreatment Control and Diagnostics |
US20110167801A1 (en) * | 2008-09-26 | 2011-07-14 | Daimler Ag | Method for Operating an Exhaust Emission Control System Having a SCR-Catalyst and an Upstream Oxidation Catalyst Exhaust Emission Control Component |
US20110185786A1 (en) * | 2008-10-31 | 2011-08-04 | Lindner Frederick H | Optical sensing in an adverse environment |
US20120083965A1 (en) * | 2010-10-01 | 2012-04-05 | Ryan Nevin | Particulate filter ash loading prediction method and vehicle with same |
US20130000276A1 (en) * | 2011-06-30 | 2013-01-03 | Caterpillar Inc. | Virtual reductant quality sensor |
US20130025262A1 (en) * | 2010-04-07 | 2013-01-31 | Masakazu Yano | Exhaust purification apparatus for engine |
US20130213008A1 (en) * | 2012-02-21 | 2013-08-22 | Cummins Inc. | Method and system for improving the robustness of aftertreatment systems |
US20130275030A1 (en) * | 2012-04-16 | 2013-10-17 | Ford Global Technologies, Llc | Method for estimating intake air humidity |
CN103953420A (en) * | 2014-04-17 | 2014-07-30 | 宁波大学 | Clearing method and device for SCR (selective catalytic reduction) catalyst sediment particles in exhaust aftertreatment of diesel engine |
US8842283B2 (en) | 2010-06-18 | 2014-09-23 | Cummins Inc. | Apparatus, system, and method for detecting engine fluid constituents |
US20140331644A1 (en) * | 2013-05-08 | 2014-11-13 | Cummins Ip, Inc. | Exhaust aftertreatment component condition estimation and regeneration |
WO2015042217A1 (en) * | 2013-09-20 | 2015-03-26 | Tenneco Automotive Operating Company Inc. | Soot load determination system |
US9194273B2 (en) | 2008-10-31 | 2015-11-24 | Cummins Inc. | Apparatus, system, and method for aftertreatment control and diagnostics |
US20160356195A1 (en) * | 2015-06-02 | 2016-12-08 | Ngk Spark Plug Co., Ltd. | Ammonia occlusion amount estimation device and method, and purification control apparatus and method |
US20160369677A1 (en) * | 2015-06-18 | 2016-12-22 | Cummins Emission Solutions Inc. | Reductant dosing correction during no dosing periods |
WO2017031058A1 (en) * | 2015-08-17 | 2017-02-23 | Cummins Inc. | Ashless tbn maintenance of lubricant |
DE102015013463A1 (en) * | 2015-10-17 | 2017-04-20 | Daimler Ag | Method for determining the aging state of an oxidation catalytic converter for an internal combustion engine |
CN106930809A (en) * | 2015-12-10 | 2017-07-07 | 通用电气公司 | For the system and method for the fault diagnosis in emission control systems |
US20170341026A1 (en) * | 2016-05-31 | 2017-11-30 | Johnson Matthey Public Limited Company | Vanadium Catalysts for High Engine-Out NO2 Systems |
US11105289B2 (en) * | 2018-10-31 | 2021-08-31 | Robert Bosch Gmbh | Method and control device for monitoring the function of a particulate filter |
CN113661312A (en) * | 2019-04-09 | 2021-11-16 | 康明斯排放处理公司 | System and method for desulfurization of a catalyst included in an aftertreatment system |
US11187123B1 (en) * | 2020-10-29 | 2021-11-30 | Tongji University | Method for controlling exhaust after-treatment system based on NO2 medium adjustment |
CN113914982A (en) * | 2021-11-01 | 2022-01-11 | 中国重汽集团济南动力有限公司 | System and method for detecting passive regeneration efficiency of particle trap |
US11286838B2 (en) * | 2019-06-26 | 2022-03-29 | Ford Global Technologies, Llc | Methods for vehicle emissions control |
US11499456B2 (en) | 2018-09-05 | 2022-11-15 | Isuzu Motors Limited | Exhaust purification device and exhaust purification method |
CN116662714A (en) * | 2023-05-17 | 2023-08-29 | 襄阳达安汽车检测中心有限公司 | Diesel engine nitrogen oxide emission development target value calculation method and related equipment |
Families Citing this family (113)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10300298A1 (en) * | 2003-01-02 | 2004-07-15 | Daimlerchrysler Ag | Exhaust gas aftertreatment device and method |
KR101377701B1 (en) | 2007-10-29 | 2014-03-25 | 엘지전자 주식회사 | Cooking device |
US8800270B2 (en) * | 2007-11-14 | 2014-08-12 | Umicore Autocat Usa Inc. | Process for reducing NO2 from combustion system exhaust |
DE102007060623B4 (en) * | 2007-12-15 | 2011-04-14 | Umicore Ag & Co. Kg | Denitrification of diesel engine exhaust gases using a tempered pre-catalyst for on-demand NO2 provision |
US7980061B2 (en) | 2008-03-04 | 2011-07-19 | Tenneco Automotive Operating Company Inc. | Charged air bypass for aftertreatment combustion air supply |
JP5272455B2 (en) * | 2008-03-11 | 2013-08-28 | いすゞ自動車株式会社 | NOx purification system control method and NOx purification system |
DE102008026178A1 (en) * | 2008-05-30 | 2009-12-03 | Deutz Ag | High efficiency SCR catalyst |
JP2010096039A (en) * | 2008-10-15 | 2010-04-30 | Denso Corp | Urea water injection amount control device and urea water injection control system |
JP5667572B2 (en) * | 2008-10-31 | 2015-02-12 | エメラケム エルエルシーEmerachem,Llc | Method and system for reducing particulate matter in a gas stream |
DE102008059078A1 (en) | 2008-11-26 | 2010-05-27 | Deutz Ag | Exhaust after-treatment system for an internal combustion engine |
DE102008044309B4 (en) * | 2008-12-03 | 2016-08-18 | Ford Global Technologies, Llc | Model-based dynamic adaptation of the setpoint temperature value of an exhaust aftertreatment device |
US8108154B2 (en) * | 2008-12-10 | 2012-01-31 | GM Global Technology Operations LLC | NOx emission estimation systems and methods |
DE102009010517A1 (en) * | 2009-02-25 | 2010-08-26 | Emitec Gesellschaft Für Emissionstechnologie Mbh | Method for operating an exhaust system |
US9399937B2 (en) | 2009-03-12 | 2016-07-26 | Volvo Lastvagnar Ab | Operating method for an exhaust aftertreatment system and exhaust aftertreatment system |
US20100229539A1 (en) * | 2009-03-16 | 2010-09-16 | Caterpillar Inc. | Hydrocarbon scr aftertreatment system |
US8555617B2 (en) * | 2009-03-26 | 2013-10-15 | GM Global Technology Operations LLC | Exhaust gas treatment system including a four-way catalyst and urea SCR catalyst and method of using the same |
US20100269492A1 (en) * | 2009-04-27 | 2010-10-28 | Tenneco Automotive Operating Company Inc. | Diesel aftertreatment system |
US20110030343A1 (en) * | 2009-08-06 | 2011-02-10 | Caterpillar Inc. | Scr reductant deposit removal |
US8505277B2 (en) * | 2009-08-06 | 2013-08-13 | GM Global Technology Operations LLC | System and methods for controlling selective catalytic reduction systems |
US8590290B2 (en) | 2009-09-01 | 2013-11-26 | Cummins Inc. | Methods, systems, and apparatuses of SCR diagnostics |
US8713914B2 (en) * | 2009-09-29 | 2014-05-06 | GM Global Technology Operations LLC | Method and apparatus for monitoring a hydrocarbon-selective catalytic reduction device |
US8505281B2 (en) | 2009-09-30 | 2013-08-13 | Cummins Inc. | Techniques for enhancing aftertreatment regeneration capability |
JP5570185B2 (en) * | 2009-11-12 | 2014-08-13 | Udトラックス株式会社 | Exhaust purification device |
FR2952674B1 (en) * | 2009-11-17 | 2012-11-16 | Peugeot Citroen Automobiles Sa | METHOD FOR CONTROLLING A SYSTEM FOR TREATING EXHAUST GASES OF AN INTERNAL COMBUSTION ENGINE |
SE1050161A1 (en) * | 2010-02-19 | 2011-08-20 | Scania Cv Ab | Arrangement and method for reducing nitrogen oxides in exhaust gases from an internal combustion engine |
US8516804B2 (en) * | 2010-02-26 | 2013-08-27 | Corning Incorporated | Systems and methods for determining a particulate load in a particulate filter |
US8312708B2 (en) * | 2010-03-30 | 2012-11-20 | GM Global Technology Operations LLC | Closely coupled exhaust aftertreatment system for a turbocharged engine |
DE102010040678A1 (en) * | 2010-09-14 | 2012-03-15 | Robert Bosch Gmbh | A method of monitoring pollutant conversion capability in an exhaust aftertreatment system |
CN102562237B (en) * | 2010-12-21 | 2016-06-08 | 中国第一汽车集团公司无锡油泵油嘴研究所 | The control method of addition amount of reducing agent in diesel engine tail gas treatment device |
JP5351186B2 (en) * | 2011-01-25 | 2013-11-27 | 本田技研工業株式会社 | Exhaust gas purification system for internal combustion engine |
JP5366988B2 (en) * | 2011-02-09 | 2013-12-11 | 本田技研工業株式会社 | Exhaust gas purification system for internal combustion engine |
EP2678095B1 (en) * | 2011-02-21 | 2016-11-02 | Johnson Matthey Public Limited Company | Exhaust system including nox reduction catalyst and egr circuit |
FR2973112B1 (en) * | 2011-03-21 | 2018-05-25 | Imabiotech | METHOD FOR DETECTING AND QUANTIFYING TARGET MOLECULE IN A SAMPLE |
JP5284408B2 (en) * | 2011-04-05 | 2013-09-11 | 本田技研工業株式会社 | Exhaust gas purification system for internal combustion engine |
KR101509689B1 (en) * | 2011-07-01 | 2015-04-08 | 현대자동차 주식회사 | System for purifying exhaust gas and exhaust system having the same |
US9677493B2 (en) | 2011-09-19 | 2017-06-13 | Honeywell Spol, S.R.O. | Coordinated engine and emissions control system |
US20130111905A1 (en) | 2011-11-04 | 2013-05-09 | Honeywell Spol. S.R.O. | Integrated optimization and control of an engine and aftertreatment system |
US9650934B2 (en) | 2011-11-04 | 2017-05-16 | Honeywell spol.s.r.o. | Engine and aftertreatment optimization system |
DE102011118214A1 (en) | 2011-11-11 | 2013-05-16 | Emitec Gesellschaft Für Emissionstechnologie Mbh | Method for operating a metering device |
US9038611B2 (en) * | 2011-11-14 | 2015-05-26 | Ford Global Technologies, Llc | NOx feedback for combustion control |
EP2785987B1 (en) * | 2011-12-01 | 2017-03-08 | Umicore AG & Co. KG | Method for operating exhaust gas purification systems |
US9162183B2 (en) * | 2012-03-06 | 2015-10-20 | Cummins Inc. | System and method to manage SCR catalyst NO2/NOX ratio |
JP5524267B2 (en) * | 2012-03-29 | 2014-06-18 | マン・ディーゼル・アンド・ターボ・エスイー | Internal combustion engine |
SE538378C2 (en) * | 2012-05-03 | 2016-06-07 | Scania Cv Ab | Method for detecting sulfur poisoning in an exhaust after-treatment system |
JP6074912B2 (en) * | 2012-05-11 | 2017-02-08 | いすゞ自動車株式会社 | Exhaust gas purification system and exhaust gas purification method |
JP2013241859A (en) * | 2012-05-18 | 2013-12-05 | Isuzu Motors Ltd | Exhaust gas purification system and method for purifying exhaust gas |
WO2013191698A1 (en) * | 2012-06-21 | 2013-12-27 | Mack Trucks, Inc. | Method for detecting abnormally frequent diesel particulate filter regeneration, engine and exhaust after treatment system, and warning system and method |
US8420036B1 (en) * | 2012-07-02 | 2013-04-16 | Southwest Research Institute | Control of NO/NO2 ratio to improve SCR efficiency for treating engine exhaust using bypass oxidation catalyst |
US8562924B1 (en) * | 2012-07-02 | 2013-10-22 | Southwest Research Institute | Control of NO/NOx ratio to improve SCR efficiency for treating engine exhaust |
US9003776B2 (en) * | 2012-07-30 | 2015-04-14 | Ford Global Technologies, Llc | Method for regenerating an exhaust after treatment device |
DE102013204405A1 (en) * | 2013-03-13 | 2014-09-18 | Mtu Friedrichshafen Gmbh | System for exhaust aftertreatment for an internal combustion engine, method for influencing an exhaust gas composition and internal combustion engine |
DE102013204401B4 (en) * | 2013-03-13 | 2016-06-30 | Mtu Friedrichshafen Gmbh | Exhaust gas aftertreatment system, method and internal combustion engine |
US8966880B2 (en) * | 2013-03-15 | 2015-03-03 | Paccar Inc | Systems and methods for determining the quantity of a combustion product in a vehicle exhaust |
FR3007795B1 (en) | 2013-06-28 | 2015-06-19 | Renault Sa | SYSTEM AND METHOD FOR DIAGNOSING SELECTIVE CATALYTIC REDUCTION OF A MOTOR VEHICLE. |
JP6056728B2 (en) * | 2013-10-04 | 2017-01-11 | トヨタ自動車株式会社 | Control device for internal combustion engine |
US9517457B2 (en) | 2013-10-30 | 2016-12-13 | Cummins Inc. | Aftertreatment systems with reduced N2O generation |
US9797286B2 (en) * | 2013-10-30 | 2017-10-24 | GM Global Technology Operations LLC | SCR filter washcoat thickness efficiency compensation system |
EP3084158B1 (en) * | 2013-12-19 | 2019-06-26 | Volvo Truck Corporation | System and method for determining a parameter indicative of an amount of a reducing agent |
US9206756B2 (en) | 2014-03-31 | 2015-12-08 | Cummins Inc. | Closed loop NOX reference management for DPF regeneration based on engine out particulate matter variation controller |
US9903291B2 (en) | 2014-09-23 | 2018-02-27 | Ford Global Technologies, Llc | Method of controlling NOx by PNA |
DE102014016347A1 (en) * | 2014-11-05 | 2016-05-12 | Daimler Ag | A method of determining soot loading of a particulate filter provided with a selectively catalytic coating |
DE202014009073U1 (en) * | 2014-11-15 | 2016-02-18 | GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) | Internal combustion engine with a system for selective catalytic reduction |
US9982617B2 (en) | 2014-12-04 | 2018-05-29 | Achates Power, Inc. | On-board diagnostics for an opposed-piston engine equipped with a supercharger |
EP3051367B1 (en) | 2015-01-28 | 2020-11-25 | Honeywell spol s.r.o. | An approach and system for handling constraints for measured disturbances with uncertain preview |
US9724734B2 (en) | 2015-01-30 | 2017-08-08 | Kärcher North America, Inc. | High efficiency hot water pressure washer |
EP3056706A1 (en) | 2015-02-16 | 2016-08-17 | Honeywell International Inc. | An approach for aftertreatment system modeling and model identification |
EP3091212A1 (en) | 2015-05-06 | 2016-11-09 | Honeywell International Inc. | An identification approach for internal combustion engine mean value models |
JP6274152B2 (en) * | 2015-05-08 | 2018-02-07 | トヨタ自動車株式会社 | Exhaust gas purification device for internal combustion engine |
CN105179052A (en) * | 2015-07-13 | 2015-12-23 | 南通亚泰工程技术有限公司 | Marine SCR urea solution spraying system and control method |
EP3125052B1 (en) | 2015-07-31 | 2020-09-02 | Garrett Transportation I Inc. | Quadratic program solver for mpc using variable ordering |
US10272779B2 (en) | 2015-08-05 | 2019-04-30 | Garrett Transportation I Inc. | System and approach for dynamic vehicle speed optimization |
DE102015012736A1 (en) * | 2015-10-01 | 2017-04-06 | Man Truck & Bus Ag | Method for operating an exhaust aftertreatment system |
US11002203B2 (en) | 2015-10-14 | 2021-05-11 | Cummins Inc. | Reference value engine control systems and methods |
US10415492B2 (en) | 2016-01-29 | 2019-09-17 | Garrett Transportation I Inc. | Engine system with inferential sensor |
US10036338B2 (en) | 2016-04-26 | 2018-07-31 | Honeywell International Inc. | Condition-based powertrain control system |
US10124750B2 (en) | 2016-04-26 | 2018-11-13 | Honeywell International Inc. | Vehicle security module system |
DE102016113382A1 (en) * | 2016-07-20 | 2018-01-25 | Man Diesel & Turbo Se | Internal combustion engine and method for operating the same |
US10322373B2 (en) * | 2016-09-09 | 2019-06-18 | GM Global Technology Operations LLC | Method for controlling an exhaust gas treatment system |
US10738674B2 (en) | 2016-09-21 | 2020-08-11 | Ford Global Technologies, Llc | Warm-up of a catalytic aftertreatment device |
GB2554355B (en) * | 2016-09-21 | 2018-11-14 | Ford Global Tech Llc | An exhaust gas treatment assembly |
WO2018101918A1 (en) | 2016-11-29 | 2018-06-07 | Honeywell International Inc. | An inferential flow sensor |
CN106523079A (en) * | 2016-11-29 | 2017-03-22 | 深圳万发创新进出口贸易有限公司 | Disinfecting and exhausting device for internal combustion engine |
FR3062100B1 (en) * | 2017-01-24 | 2021-11-19 | Peugeot Citroen Automobiles Sa | CONTROL PROCESS OF A POWERTRAIN UNIT FOR DEPOLLUTION OF ITS EXHAUST LINE |
WO2018139992A1 (en) * | 2017-01-24 | 2018-08-02 | Volvo Truck Corporation | Method for monitoring components in an exhaust aftertreatment system and engine arrangement including exhaust aftertreatment system monitoring arrangement |
US10598104B2 (en) | 2017-02-03 | 2020-03-24 | Achates Power, Inc. | Mass airflow sensor monitoring using supercharger airflow characteristics in an opposed-piston engine |
CN114508403B (en) | 2017-03-10 | 2024-05-17 | 康明斯有限公司 | System and method for optimizing engine aftertreatment system operation |
US11057213B2 (en) | 2017-10-13 | 2021-07-06 | Garrett Transportation I, Inc. | Authentication system for electronic control unit on a bus |
DE102017218307B4 (en) | 2017-10-13 | 2019-10-10 | Continental Automotive Gmbh | Method for operating a diesel engine with diesel particulate filter |
GB2567807A (en) * | 2017-10-17 | 2019-05-01 | Perkins Engines Co Ltd | Engine exhaust aftertreatment system and method |
CN110295984B (en) * | 2018-03-21 | 2021-08-20 | 丰田自动车株式会社 | Catalyst state estimation device and method, and non-transitory recording medium |
US11566555B2 (en) | 2018-08-30 | 2023-01-31 | University Of Kansas | Advanced prediction model for soot oxidation |
SE542582C2 (en) | 2018-10-04 | 2020-06-09 | Scania Cv Ab | Control of pre-SCR ammonia dosing based on look-ahead data |
US20200123951A1 (en) * | 2018-10-23 | 2020-04-23 | GM Global Technology Operations LLC | Method and system for controlling injection of a reducing agent into an exhaust gas stream |
KR102054214B1 (en) * | 2018-10-26 | 2019-12-10 | (주)세라컴 | System for after-treatment of exhaust gas, and method for controlling of the same |
CN110160795B (en) * | 2019-05-27 | 2021-01-26 | 武汉东测科技有限责任公司 | Tail gas treatment system of gasoline engine pedestal and test method thereof |
CN112127973A (en) * | 2019-06-24 | 2020-12-25 | 康明斯排放处理公司 | System and method for a filtering and detection mechanism to prevent EGP clogging |
CN110925066B (en) * | 2020-02-17 | 2020-05-22 | 潍柴动力股份有限公司 | Aftertreatment control method and engine |
US11624306B2 (en) | 2020-06-11 | 2023-04-11 | Cnh Industrial America Llc | Aftertreatment system with a variable size scroll for a work vehicle |
US11760170B2 (en) | 2020-08-20 | 2023-09-19 | Denso International America, Inc. | Olfaction sensor preservation systems and methods |
US11760169B2 (en) | 2020-08-20 | 2023-09-19 | Denso International America, Inc. | Particulate control systems and methods for olfaction sensors |
US11636870B2 (en) | 2020-08-20 | 2023-04-25 | Denso International America, Inc. | Smoking cessation systems and methods |
US11881093B2 (en) | 2020-08-20 | 2024-01-23 | Denso International America, Inc. | Systems and methods for identifying smoking in vehicles |
US11932080B2 (en) | 2020-08-20 | 2024-03-19 | Denso International America, Inc. | Diagnostic and recirculation control systems and methods |
US11828210B2 (en) | 2020-08-20 | 2023-11-28 | Denso International America, Inc. | Diagnostic systems and methods of vehicles using olfaction |
US11813926B2 (en) | 2020-08-20 | 2023-11-14 | Denso International America, Inc. | Binding agent and olfaction sensor |
US11519350B2 (en) | 2020-12-09 | 2022-12-06 | Cummins Inc. | Systems and methods for cold operation NOx burden reduction |
CN114658527A (en) * | 2020-12-23 | 2022-06-24 | 北京福田康明斯发动机有限公司 | Engine tail gas treatment method, control device and system and vehicle |
KR20220116826A (en) * | 2021-02-15 | 2022-08-23 | 현대두산인프라코어(주) | Exhaust gas treatment system |
DE102021204807B4 (en) | 2021-05-11 | 2023-06-07 | Rolls-Royce Solutions GmbH | Sensor arrangement, exhaust aftertreatment device, internal combustion engine, vehicle and method for operating an exhaust aftertreatment device |
US11519315B1 (en) | 2021-11-30 | 2022-12-06 | Cummins Power Generation Inc. | Aftertreatment system, dual fuel system, and dual fuel apparatus |
US11927124B2 (en) | 2021-11-30 | 2024-03-12 | Cummins Power Generation Inc. | Aftertreatment system, dual fuel system, and methods therefor |
DE102022118004A1 (en) | 2022-07-19 | 2024-01-25 | Bayerische Motoren Werke Aktiengesellschaft | Method for determining a moisture content of an exhaust system component and motor vehicle |
CN116988884B (en) * | 2023-09-28 | 2023-12-15 | 潍柴动力股份有限公司 | Post-processing system oil injection control method, device, equipment and storage medium |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6817174B1 (en) * | 1999-10-19 | 2004-11-16 | Hino Motors, Ltd. | Filtering means regenerating system for diesel engine |
US20060153761A1 (en) * | 2003-01-02 | 2006-07-13 | Daimlerchrysler Ag | Exhaust gas aftertreatment installation and method |
US7155334B1 (en) * | 2005-09-29 | 2006-12-26 | Honeywell International Inc. | Use of sensors in a state observer for a diesel engine |
Family Cites Families (52)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3783619A (en) * | 1972-05-03 | 1974-01-08 | Phillips Petroleum Co | Oxidative catalytic converter |
JPH1071325A (en) | 1996-06-21 | 1998-03-17 | Ngk Insulators Ltd | Method for controlling engine exhaust gas system and method for detecting deterioration in catalyst/ adsorption means |
DE19753718C1 (en) * | 1997-12-04 | 1999-07-08 | Daimler Chrysler Ag | Method for operating a diesel engine |
GB9802504D0 (en) | 1998-02-06 | 1998-04-01 | Johnson Matthey Plc | Improvements in emission control |
US6615580B1 (en) | 1999-06-23 | 2003-09-09 | Southwest Research Institute | Integrated system for controlling diesel engine emissions |
GB9919013D0 (en) * | 1999-08-13 | 1999-10-13 | Johnson Matthey Plc | Reactor |
AUPQ272299A0 (en) | 1999-09-08 | 1999-09-30 | Orbital Engine Company (Australia) Proprietary Limited | Exhaust gas treatment method and device |
DE10020100A1 (en) * | 2000-04-22 | 2001-10-31 | Dmc2 Degussa Metals Catalysts | Process and catalyst for the reduction of nitrogen oxides |
DE10053097A1 (en) * | 2000-10-26 | 2002-05-08 | Bayerische Motoren Werke Ag | Exhaust gas catalyst arrangement used for IC engine has bypass line with open end side directed onto middle section of downstream end side of catalyst carrier |
DE10054877A1 (en) * | 2000-11-06 | 2002-05-29 | Omg Ag & Co Kg | Exhaust gas cleaning system for the selective catalytic reduction of nitrogen oxides under lean exhaust gas conditions and methods for exhaust gas cleaning |
JP2002188432A (en) | 2000-12-19 | 2002-07-05 | Isuzu Motors Ltd | Exhaust gas purifying device for diesel engine |
DE10206028A1 (en) * | 2002-02-14 | 2003-08-28 | Man Nutzfahrzeuge Ag | Process and apparatus for producing ammonia |
DE10207986A1 (en) * | 2002-02-25 | 2003-09-04 | Daimler Chrysler Ag | Emission control system for an internal combustion engine |
US7137246B2 (en) | 2002-04-24 | 2006-11-21 | Ford Global Technologies, Llc | Control for diesel engine with particulate filter |
JP2004092515A (en) * | 2002-08-30 | 2004-03-25 | Mitsubishi Fuso Truck & Bus Corp | Exhaust emission control device for internal combustion engine |
US7134273B2 (en) | 2002-09-04 | 2006-11-14 | Ford Global Technologies, Llc | Exhaust emission control and diagnostics |
DE10243488A1 (en) * | 2002-09-19 | 2004-04-01 | Hjs Fahrzeugtechnik Gmbh & Co. | Purification of exhaust gas from internal combustion engine, especially diesel engine, by oxidizing trapped soot particles with nitrogen dioxide obtained by oxidizing monoxide is followed by reduction of excess dioxide |
US6846464B2 (en) * | 2002-11-20 | 2005-01-25 | Ford Global Technologies, Llc | Bimodal catalyst-urea SCR system for enhanced NOx conversion and durability |
US6823663B2 (en) * | 2002-11-21 | 2004-11-30 | Ford Global Technologies, Llc | Exhaust gas aftertreatment systems |
US6931842B2 (en) * | 2002-11-29 | 2005-08-23 | Nissan Motor Co., Ltd. | Regeneration of diesel particulate filter |
US20040123588A1 (en) * | 2002-12-30 | 2004-07-01 | Stanglmaier Rudolf H. | Method for controlling exhaust gas temperature and space velocity during regeneration to protect temperature sensitive diesel engine components and aftertreatment devices |
US8037674B2 (en) * | 2003-02-12 | 2011-10-18 | Delphi Technologies, Inc. | System and method of NOx abatement |
JP2005002968A (en) * | 2003-06-16 | 2005-01-06 | Mitsubishi Fuso Truck & Bus Corp | Exhaust emission control device of internal combustion engine |
EP1495796B1 (en) * | 2003-07-09 | 2006-09-20 | Hochschule Rapperswil, Institut für angewandte Umwelttechnik | Reduction of nitrogen dioxide emissions in a continuous regenerative filter for soot particles |
JP4412641B2 (en) * | 2003-07-25 | 2010-02-10 | 日立金属株式会社 | Exhaust gas purification device and exhaust gas purification method |
JP4333289B2 (en) * | 2003-09-03 | 2009-09-16 | いすゞ自動車株式会社 | Exhaust gas purification system |
JP2005226458A (en) * | 2004-02-10 | 2005-08-25 | Babcock Hitachi Kk | Method and device for treating diesel exhaust gas |
JP2006002663A (en) * | 2004-06-17 | 2006-01-05 | Hino Motors Ltd | Exhaust emission control device |
DE102004036036A1 (en) * | 2004-07-24 | 2006-03-16 | Daimlerchrysler Ag | Exhaust system, in particular for an internal combustion engine of a motor vehicle |
GB0422549D0 (en) * | 2004-10-12 | 2004-11-10 | Johnson Matthey Plc | Method of decomposing nitrogen dioxide |
SE0402499L (en) * | 2004-10-13 | 2006-02-21 | Volvo Lastvagnar Ab | Motor-driven vehicle and method with fragmented hydrocarbon injection for optimized oxidation of nitrogen monoxide in exhaust after-treatment systems |
JP4652047B2 (en) * | 2004-12-28 | 2011-03-16 | 独立行政法人交通安全環境研究所 | Exhaust gas treatment method and urea SCR type automobile exhaust gas treatment device |
JP2006207512A (en) * | 2005-01-31 | 2006-08-10 | Bosch Corp | Exhaust emission control device and exhaust emission control method for internal combustion engine |
JP4542455B2 (en) * | 2005-03-28 | 2010-09-15 | 三菱ふそうトラック・バス株式会社 | Exhaust gas purification device for internal combustion engine |
JP4492417B2 (en) * | 2005-04-08 | 2010-06-30 | 日産自動車株式会社 | Exhaust device for internal combustion engine |
JP3938188B2 (en) * | 2005-05-17 | 2007-06-27 | いすゞ自動車株式会社 | Exhaust gas purification system control method and exhaust gas purification system |
JP4698314B2 (en) * | 2005-07-15 | 2011-06-08 | Udトラックス株式会社 | Exhaust purification device |
JP2007032472A (en) * | 2005-07-28 | 2007-02-08 | Hitachi Ltd | Exhaust gas treatment device using urea water |
DE102005035555A1 (en) * | 2005-07-29 | 2007-02-01 | Emitec Gesellschaft Für Emissionstechnologie Mbh | Exhaust gas treatment unit for motor vehicle`s internal combustion engine, has oxidation catalytic converter for oxidization of nitric oxide, and SCR catalyzer for selective catalytic reduction of nitrogen oxide, and particle separator |
DE102005036712A1 (en) * | 2005-08-04 | 2007-02-08 | Daimlerchrysler Ag | Device and method for exhaust aftertreatment of an internal combustion engine |
US7832197B2 (en) * | 2005-09-20 | 2010-11-16 | Ford Global Technologies, Llc | System and method for reducing NOx emissions in an apparatus having a diesel engine |
DE102005049655A1 (en) * | 2005-10-18 | 2007-04-19 | Man Nutzfahrzeuge Ag | Preventing unwanted nitrogen dioxide emission from combustion engines involves adapting engine operating point and catalyzer state so only nitrogen dioxide required for exhaust gas treatment is present in exhaust gas downstream of catalyzer |
US7861518B2 (en) * | 2006-01-19 | 2011-01-04 | Cummins Inc. | System and method for NOx reduction optimization |
AT501066B1 (en) * | 2006-03-02 | 2008-11-15 | Avl List Gmbh | EXHAUST SYSTEM FOR A COMBUSTION ENGINE |
DE112007000322B4 (en) * | 2006-03-02 | 2019-04-18 | Avl List Gmbh | Exhaust system for an internal combustion engine |
US7685814B2 (en) * | 2006-07-12 | 2010-03-30 | Cummins Filtration, Inc. | Systems, apparatuses, and methods of determining plugging or deplugging of a diesel oxidation catalyst device |
US7426825B2 (en) | 2006-07-25 | 2008-09-23 | Gm Global Technology Operations, Inc. | Method and apparatus for urea injection in an exhaust aftertreatment system |
DE102006038291A1 (en) * | 2006-08-16 | 2008-02-21 | Man Nutzfahrzeuge Aktiengesellschaft | aftertreatment system |
DE102006038290A1 (en) * | 2006-08-16 | 2008-02-21 | Man Nutzfahrzeuge Aktiengesellschaft | Exhaust gas after treatment system with nitrogen oxide and particle reduction during operation of internal combustion engine such as diesel engine, has oxidation catalyst arranged in part of exhaust gas stream and particle separator |
KR100800770B1 (en) * | 2006-09-07 | 2008-02-01 | 삼성전자주식회사 | Sliding type portable terminal |
US8006481B2 (en) | 2006-09-20 | 2011-08-30 | GM Global Technology Operations LLC | Method and apparatus to selectively reduce NOx in an exhaust gas feedstream |
US7810316B2 (en) * | 2006-12-29 | 2010-10-12 | Cummins Filtration Ip, Inc | Apparatus, system, and method for exhaust aftertreatment efficiency enhancement |
-
2008
- 2008-02-21 ES ES08712733T patent/ES2428163T3/en active Active
- 2008-02-21 AT AT08712735T patent/ATE523669T1/en not_active IP Right Cessation
- 2008-02-21 WO PCT/SE2008/000149 patent/WO2008103112A1/en active Application Filing
- 2008-02-21 WO PCT/SE2008/000147 patent/WO2008103110A1/en active Application Filing
- 2008-02-21 WO PCT/SE2008/000150 patent/WO2008103113A1/en active Application Filing
- 2008-02-21 ES ES08712734.6T patent/ES2552011T3/en active Active
- 2008-02-21 EP EP08712733.8A patent/EP2126296B1/en active Active
- 2008-02-21 ES ES08712736T patent/ES2531164T3/en active Active
- 2008-02-21 ES ES08712735T patent/ES2373073T3/en active Active
- 2008-02-21 US US12/528,089 patent/US8640443B2/en active Active
- 2008-02-21 EP EP08712735A patent/EP2126305B1/en active Active
- 2008-02-21 US US12/528,094 patent/US8407987B2/en active Active
- 2008-02-21 WO PCT/SE2008/000148 patent/WO2008103111A1/en active Application Filing
- 2008-02-21 BR BRPI0807359A patent/BRPI0807359B1/en active IP Right Grant
- 2008-02-21 BR BRPI0807355-4A patent/BRPI0807355B1/en active IP Right Grant
- 2008-02-21 US US12/528,092 patent/US8468806B2/en active Active
- 2008-02-21 ES ES08712737T patent/ES2386013T3/en active Active
- 2008-02-21 EP EP08712737A patent/EP2126306B1/en active Active
- 2008-02-21 EP EP08712734.6A patent/EP2126295B1/en active Active
- 2008-02-21 AT AT08712737T patent/ATE554274T1/en active
- 2008-02-21 EP EP08712736.1A patent/EP2126297B1/en active Active
- 2008-02-21 US US12/528,091 patent/US8596045B2/en active Active
- 2008-02-21 RU RU2009135074/06A patent/RU2455505C2/en active
- 2008-02-21 WO PCT/SE2008/000146 patent/WO2008103109A1/en active Application Filing
- 2008-02-21 US US12/528,090 patent/US8656702B2/en active Active
- 2008-02-21 JP JP2009550840A patent/JP5431966B2/en active Active
- 2008-02-21 CN CN2008800058880A patent/CN101646847B/en active Active
- 2008-02-21 CN CN2008800058486A patent/CN101617109B/en active Active
- 2008-02-21 JP JP2009550839A patent/JP5363345B2/en active Active
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6817174B1 (en) * | 1999-10-19 | 2004-11-16 | Hino Motors, Ltd. | Filtering means regenerating system for diesel engine |
US20060153761A1 (en) * | 2003-01-02 | 2006-07-13 | Daimlerchrysler Ag | Exhaust gas aftertreatment installation and method |
US7155334B1 (en) * | 2005-09-29 | 2006-12-26 | Honeywell International Inc. | Use of sensors in a state observer for a diesel engine |
Cited By (42)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8146346B2 (en) * | 2007-03-19 | 2012-04-03 | Nissan Motor Co., Ltd. | NOx trapping catalytic converter diagnostic apparatus |
US20080229730A1 (en) * | 2007-03-19 | 2008-09-25 | Nissan Motor Co., Ltd. | NOx TRAPPING CATALYTIC CONVERTER DIAGNOSTIC APPARATUS |
US9038370B2 (en) * | 2008-09-26 | 2015-05-26 | Daimler Ag | Method for operating an exhaust emission control system having a SCR-catalyst and an upstream oxidation catalyst exhaust emission control component |
US20110167801A1 (en) * | 2008-09-26 | 2011-07-14 | Daimler Ag | Method for Operating an Exhaust Emission Control System Having a SCR-Catalyst and an Upstream Oxidation Catalyst Exhaust Emission Control Component |
US8301356B2 (en) * | 2008-10-06 | 2012-10-30 | GM Global Technology Operations LLC | Engine out NOx virtual sensor using cylinder pressure sensor |
US20100083640A1 (en) * | 2008-10-06 | 2010-04-08 | Gm Global Technology Operations, Inc. | Engine-out nox virtual sensor using cylinder pressure sensor |
US20110185786A1 (en) * | 2008-10-31 | 2011-08-04 | Lindner Frederick H | Optical sensing in an adverse environment |
US8223337B2 (en) * | 2008-10-31 | 2012-07-17 | Cummins Inc. | Apparatus, system, and method for aftertreatment control and diagnostics |
US8648322B2 (en) | 2008-10-31 | 2014-02-11 | Cummins Inc. | Optical sensing in an adverse environment |
US9194273B2 (en) | 2008-10-31 | 2015-11-24 | Cummins Inc. | Apparatus, system, and method for aftertreatment control and diagnostics |
US20110170102A1 (en) * | 2008-10-31 | 2011-07-14 | Janssen John M | Apparatus, System, and Method for Aftertreatment Control and Diagnostics |
US20130025262A1 (en) * | 2010-04-07 | 2013-01-31 | Masakazu Yano | Exhaust purification apparatus for engine |
US8850799B2 (en) * | 2010-04-07 | 2014-10-07 | Ud Trucks Corporation | Exhaust purification apparatus for engine |
US8842283B2 (en) | 2010-06-18 | 2014-09-23 | Cummins Inc. | Apparatus, system, and method for detecting engine fluid constituents |
US20120083965A1 (en) * | 2010-10-01 | 2012-04-05 | Ryan Nevin | Particulate filter ash loading prediction method and vehicle with same |
US8447461B2 (en) * | 2010-10-01 | 2013-05-21 | Deere & Company | Particulate filter ash loading prediction method and vehicle with same |
WO2013003710A2 (en) * | 2011-06-30 | 2013-01-03 | Caterpillar Inc. | Virtual reductant quality sensor |
WO2013003710A3 (en) * | 2011-06-30 | 2013-03-21 | Caterpillar Inc. | Virtual reductant quality sensor |
US20130000276A1 (en) * | 2011-06-30 | 2013-01-03 | Caterpillar Inc. | Virtual reductant quality sensor |
US20130213008A1 (en) * | 2012-02-21 | 2013-08-22 | Cummins Inc. | Method and system for improving the robustness of aftertreatment systems |
US10202923B2 (en) * | 2012-04-16 | 2019-02-12 | Ford Global Technologies, Llc | Method for estimating intake air humidity |
US20130275030A1 (en) * | 2012-04-16 | 2013-10-17 | Ford Global Technologies, Llc | Method for estimating intake air humidity |
US20140331644A1 (en) * | 2013-05-08 | 2014-11-13 | Cummins Ip, Inc. | Exhaust aftertreatment component condition estimation and regeneration |
CN105556076A (en) * | 2013-09-20 | 2016-05-04 | 天纳克汽车经营有限公司 | Soot load determination system |
US9371767B2 (en) | 2013-09-20 | 2016-06-21 | Tenneco Automotive Operating Company Inc. | Soot load determination system |
WO2015042217A1 (en) * | 2013-09-20 | 2015-03-26 | Tenneco Automotive Operating Company Inc. | Soot load determination system |
CN103953420A (en) * | 2014-04-17 | 2014-07-30 | 宁波大学 | Clearing method and device for SCR (selective catalytic reduction) catalyst sediment particles in exhaust aftertreatment of diesel engine |
US20160356195A1 (en) * | 2015-06-02 | 2016-12-08 | Ngk Spark Plug Co., Ltd. | Ammonia occlusion amount estimation device and method, and purification control apparatus and method |
US10094261B2 (en) * | 2015-06-02 | 2018-10-09 | Ngk Spark Plug Co., Ltd. | Ammonia occlusion amount estimation device and method, and purification control apparatus and method |
US10801385B2 (en) * | 2015-06-18 | 2020-10-13 | Cummins Emission Solutions Inc. | Reductant dosing correction during no dosing periods |
US20160369677A1 (en) * | 2015-06-18 | 2016-12-22 | Cummins Emission Solutions Inc. | Reductant dosing correction during no dosing periods |
WO2017031058A1 (en) * | 2015-08-17 | 2017-02-23 | Cummins Inc. | Ashless tbn maintenance of lubricant |
DE102015013463A1 (en) * | 2015-10-17 | 2017-04-20 | Daimler Ag | Method for determining the aging state of an oxidation catalytic converter for an internal combustion engine |
CN106930809A (en) * | 2015-12-10 | 2017-07-07 | 通用电气公司 | For the system and method for the fault diagnosis in emission control systems |
US20170341026A1 (en) * | 2016-05-31 | 2017-11-30 | Johnson Matthey Public Limited Company | Vanadium Catalysts for High Engine-Out NO2 Systems |
US11499456B2 (en) | 2018-09-05 | 2022-11-15 | Isuzu Motors Limited | Exhaust purification device and exhaust purification method |
US11105289B2 (en) * | 2018-10-31 | 2021-08-31 | Robert Bosch Gmbh | Method and control device for monitoring the function of a particulate filter |
CN113661312A (en) * | 2019-04-09 | 2021-11-16 | 康明斯排放处理公司 | System and method for desulfurization of a catalyst included in an aftertreatment system |
US11286838B2 (en) * | 2019-06-26 | 2022-03-29 | Ford Global Technologies, Llc | Methods for vehicle emissions control |
US11187123B1 (en) * | 2020-10-29 | 2021-11-30 | Tongji University | Method for controlling exhaust after-treatment system based on NO2 medium adjustment |
CN113914982A (en) * | 2021-11-01 | 2022-01-11 | 中国重汽集团济南动力有限公司 | System and method for detecting passive regeneration efficiency of particle trap |
CN116662714A (en) * | 2023-05-17 | 2023-08-29 | 襄阳达安汽车检测中心有限公司 | Diesel engine nitrogen oxide emission development target value calculation method and related equipment |
Also Published As
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US8596045B2 (en) | On-board-diagnosis method for an exhaust aftertreatment system and on-board-diagnosis system for an exhaust aftertreatment system | |
US8893476B2 (en) | SCR closed loop control system | |
US10077700B2 (en) | Method for checking the plausibility of a NOx sensor in an SCR catalytic converter system | |
US9492788B2 (en) | Method for diagnosing a selective catalytic reduction catalyst | |
KR102059602B1 (en) | System and method for diagnosing the selective catalytic reduction system of a motor vehicle | |
US7950224B2 (en) | Method for controlling exhaust gas purification system | |
JP5552488B2 (en) | Method for operating an exhaust gas purification device comprising an SCR catalytic converter and an exhaust gas purification component with oxidation catalytic action mounted upstream thereof | |
EP2612004B1 (en) | Method and system for exhaust cleaning | |
US9328645B2 (en) | Detecting over-temperature in exhaust system | |
CN109236435B (en) | Downstream oxygen sensor performance for selective catalytic reduction | |
JP5759476B2 (en) | Method for controlling reducing agent storage and level in an exhaust gas aftertreatment device | |
KR101637758B1 (en) | A fault diagnosis method of scr system and an apparatus thereof | |
US8893482B2 (en) | System for determining sulfur storage of aftertreatment devices | |
JP2008240577A (en) | Deterioration diagnosis device and deterioration diagnosis method for oxidation catalyst | |
US20110257899A1 (en) | Method to estimate no2 concentration in an exhaust gas of an internal combustion engine | |
EP3401522B1 (en) | Exhaust gas control system for internal combustion engine and method of controlling exhaust gas control system for internal combustion engine | |
KR100980875B1 (en) | Exhaust post processing apparatus of diesel engine and regeneration method thereof | |
CN111911271A (en) | Method for zero calibration of a NOx sensor | |
KR20160051369A (en) | A fault diagnosis method of scr system and an apparatus thereof | |
US20240077010A1 (en) | Systems and methods for diagnosing component failure | |
JP2021050605A (en) | Exhaust purification device | |
CN114458429A (en) | Calibration method for enhancing passive regeneration of particle catcher, calibration module and readable storage medium | |
WO2024064225A1 (en) | Systems and methods for controlling tailpipe exhaust emissions | |
WO2023091071A1 (en) | CONTROL DEVICE AND METHOD FOR DERIVING ENGINE-OUT NOx CONCENTRATION |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: VOLVO LASTVAGNAR AB,SWEDEN Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:TUOMIVAARA, ANDERS;JANSSON, JONAS;MEGAS, LUCAS;AND OTHERS;SIGNING DATES FROM 20090809 TO 20091126;REEL/FRAME:023592/0566 Owner name: VOLVO LASTVAGNAR AB, SWEDEN Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:TUOMIVAARA, ANDERS;JANSSON, JONAS;MEGAS, LUCAS;AND OTHERS;SIGNING DATES FROM 20090809 TO 20091126;REEL/FRAME:023592/0566 |
|
STCF | Information on status: patent grant |
Free format text: PATENTED CASE |
|
FPAY | Fee payment |
Year of fee payment: 4 |
|
MAFP | Maintenance fee payment |
Free format text: PAYMENT OF MAINTENANCE FEE, 8TH YEAR, LARGE ENTITY (ORIGINAL EVENT CODE: M1552); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY Year of fee payment: 8 |